Rear-mounted aerodynamic structure for truck cargo bodies

ABSTRACT

This invention provides an aerodynamic structure attached to the rear cargo body, having doors that swing open, or a single, full-width door, which rolls upwardly. The embodiments provide an aerodynamic structure attached to the rear in a manner that would obscure access to the door(s) in a deployed position, in which the structure reduces drag, yet enables access to the door(s) in a folded position. The folded position allows access to the rear for loading and unloading, and in the case of swinging, hinged doors, allows the doors to be folded through a 270-degree arc, with a minimal sideways projection. The various embodiments also enable relatively rapid and easy transition between the folded position and the deployed position using actuators and/or linkages that tie the folding and deployment of panels of the structure together. This allows selective folding and deployment of the structure without undue effort or strength.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of co-pending U.S. patent applicationSer. No. 13/752,368, entitled REAR-MOUNTED AERODYNAMIC STRUCTURE FORTRUCK CARGO BODIES, filed Jan. 28, 2013, which is a continuation ofco-pending U.S. patent application Ser. No. 13/343,288, entitledREAR-MOUNTED AERODYNAMIC STRUCTURE FOR TRUCK CARGO BODIES, filed Jan. 4,2012, now U.S. Pat. No. 8,360,510, issued Jan. 29, 2013, which is acontinuation of co-pending U.S. patent application Ser. No. 12/122,645,entitled REAR-MOUNTED AERODYNAMIC STRUCTURE FOR TRUCK CARGO BODIES,filed May 16, 2008, now U.S. Pat. No. 8,100,461, issued Jan. 24, 2012,which claims the benefit of co-pending U.S. Provisional Application Ser.No. 60/938,697, entitled REAR-MOUNTED AERODYNAMIC STRUCTURE FOR TRUCKCARGO BODIES, now expired, and co-pending U.S. Provisional ApplicationSer. No. 61/039,411 also entitled REAR-MOUNTED AERODYNAMIC STRUCTURE FORTRUCK CARGO BODIES, now expired, the teachings each of whichapplications are expressly incorporated herein by reference.

FIELD OF THE INVENTION

This invention relates to aerodynamic fairings for truck bodies andother large cargo vehicles, and more particularly to aerodynamicfairings and structures that are attached to the rear of the vehicle.

BACKGROUND OF THE INVENTION

Trucking is the primary mode of long-distance and short-haul transportfor goods and materials in the United States, and many other countries.Trucks typically include a motorized cab in which the driver sits andoperates the vehicle. The cab is attached to a box-like cargo section.Smaller trucks typically include an integral cargo section that sits ona unified frame which extends from the front wheels to the rear wheelassembly. Larger trucks often include a detachable cab unit, withmultiple driven axles, and a separate trailer with a long box-like cargounit seated atop two or more sets of wheel assemblies. These truckassemblages are commonly referred to as “semi-trailers” or “tractortrailers.” Most modern trucks' cabs—particularly those of tractortrailers, have been fitted with aerodynamic fairings on their roof,sides and front. These fairings assist in directing air over the exposedtop of the box-like cargo body, which typically extends higher (byseveral feet) than the average cab roof. The flat, projecting front faceof a cargo body is a substantial source of drag, above the cab roof. Theuse of such front-mounted aerodynamic fairings in recent years hasserved to significantly lower drag and, therefore, raise fuel economyfor trucks, especially those traveling at high speed on open highways.

However, the rear end of the truck's cargo body has remained the samethroughout its history. This is mainly because most trucks include largeswinging or rolling doors on their rear face. Trucks may also include alift gate or a lip that is suited particularly to backing the truck intoa loading dock area so that goods can be unloaded from the cargo body.It is well-known that the provision of appropriate aerodynamic fairings(typically consisting of an inwardly tapered set of walls) would furtherreduce the aerodynamic profile of the truck by reducing drag at the rearface. The reduction of drag, in turn, increases fuel economy. By waymerely of background, one such aerodynamic structure is shown anddescribed in U.S. Pat. No. 6,595,578 entitled TRUCK AFTER-BODY DRAGREDUCTION DEVICE, by Kyril Calsoyas, et al., the teachings of which areexpressly incorporated herein by reference.

Nevertheless, most attempts to provide aerodynamic structures thatintegrate with the structure and function of the rear cargo doors of atruck have been unsuccessful and/or impractical to use and operate. Suchrear aerodynamic structures are typically large and difficult to removefrom the rear so as to access the cargo doors when needed. One approachis to provide a structure that swings upwardly, completely out of thepath of the doors. However, aerodynamic structures that swing upwardlyrequire substantial strength or force to be moved away from the doors,and also require substantial height clearance above an already tallcargo body. Other solutions have attempted to provide an aerodynamicstructure that hinges to one side of the cargo body. While this requiresless force to move, it also requires substantial side clearance—which isgenerally absent from a closely packed, multi-truck loading dock.

In fact, most loading dock arrangements require that the relatively thincargo doors of conventional trucks swing open fully to about 270 degreesso that they can be latched against the adjacent sides of the cargobody. Only in this manner can the truck be backed into astandard-side-clearance loading dock, which is often populated by a lineof closely-spaced trailers that are frequently entering and leaving thedock. In such an environment, side-projecting or top-projecting fairingswould invariably interfere with operations at the loading dock.

A possible solution is to bifurcate the aerodynamic structure into aleft hinged and a right-hinged unit that defines a complete unit whenclosed, and hinges open to reveal the doors. However, the two separatesections still present a large projection that would be incapable ofswinging the requisite 270 degrees, and would undesirably tend toproject into the adjacent loading bays when opened.

Another alternative is to remove the fairing structure from the truckbefore it is parked at the loading bay. However, the removed structuremust then be placed somewhere during the loading/unloading process.Because most truck doors are relatively large, being in the range ofapproximately 7-8 feet by 8-9 feet overall, removing, manipulating andstoring a fairing in this manner may be impractical, or impossible, forthe driver and loading dock staff.

In the face of ever-increasing fuel costs, it is critical to developaerodynamic structures that can be applied to the rear of a truck cargobody, either as an original fitment, or by retrofit to existingvehicles. These structures should exhibit durability and long servicelife, be easy to use by the average operator, not interfere with normalloading and unloading operations through a rear cargo door, and not addsubstantial additional cost or weight to the vehicle. The structureshould exhibit a low profile on the vehicle frame and/or doors, notimpede side clearance when the doors are opened, and where possible,allow for clearance with respect to conventional door latchingmechanisms. Such structures should also allow for lighting on the rear,as well as other legally required structures. Moreover, given the largeexisting fleet of trucks and trailers, it is highly desirable that anaerodynamic structure be easily and inexpensively retrofittable to awide range of existing vehicles without undue customization.

SUMMARY OF THE INVENTION

This invention overcomes the disadvantages of the prior art by providingan aerodynamic structure attached to the rear face of a truck cargobody, which rear typically contains a door assembly, with a plurality ofdoors that swing open on hinges, or a single, full-width door, whichrolls upwardly. The various embodiments of the invention allow anaerodynamic structure to be permanently attached to the rear of thetrailer in a manner that would obscure access to the door(s) in adeployed position, in which the aerodynamic structure generates reduceddrag on the trailer body, yet enables ready access to the door(s) in afolded position. The folded position still allows the rear of thetrailer to be fully accessible for loading and unloading, and in thecase of swinging, hinged doors (among others), allows the doors to befolded through a full 270-degree arc from a closed position to aposition flush along the sides of the vehicle, with a minimal sidewaysprojection. The various embodiments also enable relatively rapid andeasy transition between the folded position and the deployed positionusing a variety of actuators and linkages that tie the folding anddeployment of various panels of the structure together. This allows anoperator to selectively fold and deploy the structure without undueeffort or strength.

In an embodiment of the invention, the structure consists of a pair ofopposing side or lateral panels that are oriented vertically and anassembly of upper and lower panels (or at least an upper panel) thatadjoin the lateral panels. The structure is divided into a respectiveportion on each adjoining door—or is otherwise divided between theoverall width of the trailer rear. This can be implemented by dividingthe upper/lower panels along a medial dividing line so each half foldsupon the underlying door. The four (or three) panels of each of the two,side-by-side hinged aerodynamic structure portions are separate, rigid,semi-rigid or semi-flexible panel units, which are each manually orautomatically unfolded into the desired, tapered aerodynamic structure,and then locked in place with respect to each other.

In another embodiment of this invention, all the panels of theaerodynamic structure portion on a given door are interconnected byhinges so that the overall tapered box defines an “origami” type offolding arrangement. In such an arrangement, a vertical, medial panel isdivided into three separate panel sections with the its upper and lowerpanel sections joined to adjacent horizontal top and bottom surfaces.The horizontal upper and lower surfaces are, likewise, each divideddiagonally into a pair of upper and lower panel sections, respectively.The opposing upper and lower panels are hingedly attached to a one-pieceouter vertical panel. When either the medial panel or the outer panel ismoved toward or away from the underlying truck rear face/door, the forceis transmitted throughout the structure, causing it to either fold orunfold, respectively. The separate panels are joined by sliding hingesor another type of hinge assembly (such as a flexible material) thatfacilitates the folding of each panel over the other by allowing thejoined panel to translate, as well as rotate in two degrees of freedom.This facilitates the requisite origami folding pattern by allowingmovement in two degrees of freedom. This accommodates the fact that thepanels have a finite thickness.

The aerodynamic panels can be deployed from a folded orientation andrefolded against the doors in a variety of manners. In general it isdesirable to provide an easy and accessible technique to deploy thepanels without need to access the upper panels—which may be hard for anoperator to reach. A variety of illustrative systems and methods can beemployed to coordinate deployment and folding of the panels—typicallythe upper and lower panels. The lower panels can be coupled to the upperpanels using a linkage such as a swing arm framework that employs tierods on each opposing panel (upper and lower), and also join to acentral swinging arm structure with a vertical hinge axis. The movementof the lower panel is translated into a swinging motion about thevertical hinge axis that translates the motion to the upper panel. Otherlinkage mechanisms for a pair of opposing (typically upper and lower)panels include a folding medial panel attached to each door's upper andlower panels, a pneumatic/hydraulic master cylinder and slave cylinder,a flexible cable and/or an eccentric linking bar. In general, theselinking mechanisms ensure that, when the lower panel is folded/deployed,the upper panel follows.

In one embodiment the upper and lower panels can be locked togetherusing corner-mounted latches on one of the adjoining panels (typicallythe lateral panel) that engage lock pins on the other of the panels(typically each of the upper and lower panel). The latches can bespring-loaded and release together using a connecting linkage, such as acord. In another embodiment the upper and lower panels can be locked andunlocked using a series of rotating blocks interconnected with vertical,rear-edge-mounted rods. In an “origami” embodiment, the medial panel ofeach folding structure portion interconnects with a stiffener bar thatextends into an overlapping relation with the top and bottom medialpanel sections, but is unattached to the top and bottom medial panelsections. A cord runs through a hollow aperture in the stiffener barbetween an attachment point on one adjacent medial panel section and aloop on the opposing medial panel section. When the cord is tensioned,the stiffener bar is biased by the taut cord into engagement with theupper and lower medial panel sections, thereby forming a single, planarmedia panel. This motion forces the unfolding of the adjacent,interconnected horizontal and outer panel sections, thereby deployingthe aerodynamic structure.

Linear actuators, or other mechanisms, can be used to automaticallydeploy and retract the origami-type structure (or other foldingaerodynamic structures defined herein). The actuators can be locatedalong the door or another portion of the rear of the trailer and canbear upon the medial panel, the outer vertical panel, or both. Acontroller can be provided, so that panels are automatically deployedat, or above, a given speed (for example, over 35 mph), and refractedbelow a given speed. Alternatively, the driver can control deploymentand refraction from the cab.

In illustrative embodiments of the present invention, the aerodynamicstructure can be mounted on a door with extended hinges that eitheroverlie conventional, original butt hinges of a retrofitted trailer doorframe, or are placed remote from the original hinges. In an illustrativeimplementation, the hinges can be formed with a streamlined outer cover,or constructed as part of an overall, elongated butt plate with cutoutsand clevis plates attached at desired locations based upon the locationsof preexisting hinge devises. The butt plate is applied to the corner ofthe trailer frame thereby forming a relatively continuous andstreamlined rear hinge extension. The pivot axis points of the extendedhinges allow for a larger swing that enable the thickened door with thefolded stack-up of aerodynamic panels to open approximately 270 degreesto a position flush with the side of the trailer. This facilitatesmovement of the trailer into a narrow loading dock space withoutinterference by the aerodynamic structure. The extended hinges ofvarious embodiments can have pivot points located anywhere within an arcrelative to the original hinge axis points so as to extend the swing ofthe door and allow the doors with folded panels to be located adjacentto the side of the trailer.

In another embodiment, instead of the above-described single axisextended hinge, the extended hinge assembly can define a multi-axishinge having at least one central hinge clevis. This multi-axis hingeassembly provides at least two separate, parallel hinge pivots thatallow the thickened door unit (with attached spacer frame and nested,folded panels) to be opened a full 270 degrees so as to lie against theadjacent side of the cargo box. In one example, at least two of thehinge assemblies on each door can be geared so as to prevent racking ofthe door as it swings by maintaining it within a predetermined swingpattern as defined by meshing gears in each assembly. In other examples,the doors can be conventionally hinged, using extended hinge pivots, oranother type of multi-axis hinge, such as a four-bar linkage, can beemployed.

In various embodiments in which the trailer employs hinged doors, lockrods are used to secure the doors near the medial joint linetherebetween. To allow for clearance over these lock rods when the panelstructure is folded, the panels (upper and lower, for example) can belocated on hinges that define an axis with a rearwardly directed anglewhen folded against the door so as to provide the needed clearance. Thisangled fold-line allows for decreased overall stack-up at the lateralside of the door, which results in less room needed between trailers ata dock when the doors are open. The panels can be mounted to the door onhinges with pivot points remote from the inner surface of the respectivepanel so that the forward (trailer-frame-confronting) edge is locatedadjacent to the side of the trailer body/door frame for addedstreamlining.

In another embodiment, to bridge the trailer door lock rods, a spacerframe can be attached onto or over a hinged trailer door and provide ahinged base member for a plurality of panels that, when folded or“collapsed,” are substantially or fully nested within the spacer frameand, when deployed, define the desired rearwardly tapered box-likeaerodynamic structure. Typically, there are two separate spacer frames,each mounted on a respective swinging door of the overall door assembly.In one embodiment, each spacer frame contains its own foldingaerodynamic assembly/structure, and each structure can include a centralor medial panel (also termed a “splitter,” or another type of non-panelsupporting member that defines a central support. Each splitter ormedial panel relatively closely confronts the other medial panel. Whenthe two aerodynamic structures are deployed they collectively define anaerodynamic structure having at least one tapered horizontal top surfaceand a pair of opposing tapered vertical side surfaces. The spacer frameis sized and arranged so that the various panels can be folded into anoverlapping arrangement without binding on each other. In other words,some sides of the spacer frame are lower than others by an amount equalto, or greater than, the thickness of the attached panel.

The upper and lower panels of the structure can account for variabilityin the width of the doors, and any resulting gap by providing a medialwiper that seals between the medial facing edges of the panels toreduce/eliminate air leakage into the cavity defined by the panels.Other seals between panels, and between the panels and the door framecan also be provided. The presence of seals and other structures betweenthe door and the frame can be accommodated by a spacer that positionsthe panel hinges rearwardly to overlie, for example, a preexistingdoor-to-frame gasket. The size of the spacer can be to allowaccommodation of different-sized gaskets and differing positions for theforward end of the panel (to align its confrontation with the door frameedge).

In another embodiment, a door having relatively conventional hinges canbe employed, with the door being modified to include inwardly (towardthe cargo compartment) directed recesses into which individually housedeployable, folded aerodynamic structures. The folded structures resideat, or below, the outer face of the surrounding door so that, when thedoors are opened open to a 270-degree orientation from the closedposition, they naturally lay flat against the trailer's sides with thestructure-containing recesses projecting outwardly from the sides to asmall degree.

In other embodiments, such as those applicable to a rolling rear cargodoor (and also conventional, hinged, side-swinging doors), theaerodynamic structures can be provided on hinged secondary doors orframeworks that are separate from the underlying door, and are insteadmounted on the outside trailer body frame that surrounds the door. Toaccess the underlying cargo door, the two hinged structure frames areopened to 270 degrees, and secured to the sides of the trailer—and thenthe rolling door (or other form of door) is made accessible. Modifiedhinge assemblies using a central clevis and two spaced-apart parallelpivots can be employed to afford additional clearance needed to allowthe frames to swing through 270 degrees. Likewise, the hinges for thesecondary door or framework can be mounted on the above-described hingebutt plate, which is secured to the corner of the frame.

To facilitate required lighting in a flush-mounted, streamlined panel,lights can be surface mounted directly to the panel (particularly theupper panels). Alternatively, the aerodynamic structure can include atapered frame-mounted header that includes built-in, flush-mountedlights. Likewise, the door frame-confronting edges of the panels(typically upper) can include a translucent or transparent section thatexpose lights mounted on the rear face of the frame while maintaining astreamlined structure. In another embodiment, the upper panels aremounted so that their adjacent edges mate with the top frame member at alocation beneath any lighting on the top frame member of the trailerbody so that the lighting remains visible.

In further embodiments of the invention a method for retrofitting anaerodynamic structure of a type described above is provided. This methodincludes identifying locations of existing door hinge devises andremoving the existing doors from the existing devises. Extended hingedevises are applied to the door frame, either individually, or as partof the elongated hinge butt plate that overlies and is secured to thevertical corner of each side of the door frame. In manufacturing thebutt plate, slots or cutouts are formed in locations that match those ofthe existing devises and opposing clevis plates with (typicallyrearward) extended pivot holes are attached to opposing sides of eachcutout so as to eventually overlie the existing devises. The doors areprovided with door hinge portions that are located to align with theextended devises. The door hinge portions can also include intermediatelateral panel hinges mounted on remote pivot axes formed on the hingeportions. The trailer doors are reattached to the new devises usinghinge pivots, such as bolts that pass through a tube in the hingeportions and the new clevis plate holes. The lateral panels on each doorare attached to the intermediate lateral panel hinges and the upper andlower panels are attached to the door with folding hinges that caninclude an angled hinge line so as to enable angled folding that clearsthe door lock rod. The upper and lower panels can each include a medialsealing strip that is cutout at the appropriate location to allowclearance for the lock rod without excessive air leakage there around.The medial wiper is attached to each medial sealing strip to ensure awind-tight connection. In one embodiment, a swing arm linkage isattached at an appropriate location on each door. The tie rods betweenthe upper and lower panels are secured between the swing arm and therespective panels and a central rod that is threaded to opposing balljoints is rotated to appropriately adjust the length of each tie rod andthus the corresponding level of each panel with respect to the other.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention description below refers to the accompanying drawings, ofwhich:

FIG. 1 is a perspective view of a truck trailer having an aerodynamicstructure on its rear according to an illustrative embodiment of thisinvention;

FIG. 2 is a partial side view of the truck trailer rear of FIG. 1;

FIG. 3 is a rear view of the truck trailer rear of FIG. 1;

FIG. 4 is a partial top view of the truck trailer rear of FIG. 1;

FIG. 5 is a perspective diagram of a deployed aerodynamic assembly for asingle door showing the first step typical folding procedure in whichthe top and bottom horizontal panels are now folded so as to retract theassembly into the underlying spacer frame;

FIG. 6 is a perspective diagram of the arrangement of FIG. 5 showing thetop and bottom horizontal panels folded against the frame and thevertical, central/medial panel now in the process of being folded in asubsequent folding procedure step;

FIG. 7 is a perspective diagram of the arrangement of FIG. 5 showing themedial panel now folded over the top and bottom horizontal panels andthe medial panel overlying them in a folded orientation, with thevertical outer panel being folded in the process of being folded in afinal folding step;

FIG. 8 is perspective diagram of the arrangement of FIG. 5 showing allpanels now in a fully folded orientation with respect to the underlyingspacer frame;

FIG. 9 is more-detailed perspective view of a spacer frame mounting basefor the aerodynamic assembly of FIG. 1 with aerodynamic panels removed;

FIG. 10 is a schematic top view showing the folded door panel assemblieswith the doors and attached aerodynamic panel assemblies in a closedposition and a phantomized open position located against the sides ofthe trailer;

FIG. 11 is a schematic top view showing the available clearance at anexemplary loading dock when the panels are folded and the doors are inan open position, secured to the sides of the trailer;

FIG. 12 is a fragmentary perspective view of an exemplary truck/trailercargo door hinge according to the prior art;

FIG. 13 is a multi-piece, dual-pivot hinge assembly for use with theaerodynamic panel assemblies in accordance with this invention;

FIG. 14 is a fragmentary top view showing a door assembly with anaerodynamic arrangement in accordance with an embodiment of thisinvention in a closed position;

FIG. 15 is a fragmentary top view of the arrangement of FIG. 14 in ahalf-partially position of approximately 180 degrees;

FIG. 16 is a fragmentary top view of the arrangement of FIG. 14 in afully opened position of approximately 270 degrees;

FIG. 17 is side view of a slotted spacer frame side that allows forvariable placement of hinges according to an alternate embodiment;

FIG. 18 is a fragmentary perspective view of an unlocked lower panelmoved into an engagement with a lock member of a vertical medial panelin the aerodynamic arrangement of FIG. 1;

FIG. 19 is a fragmentary perspective view of the process of locking thelower panel as shown in FIG. 18 with respect to the vertical medialpanel;

FIG. 20 is fragmentary perspective view of the lower panel of FIG. 18shown in a locked position with respect to the vertical medial panel;

FIG. 21 is a rear view of the truck trailer rear of FIG. 1 again showingthe aerodynamic panels in a deployed and locked orientation inaccordance with the process shown in FIGS. 18-20;

FIG. 22 is a rear view of the truck trailer rear of FIG. 1 showing thepanels in a folded orientation;

FIG. 23 is a fragmentary rear view of a truck trailer rear showing anaerodynamic panel in which the lower panel is located aboveconventionally-located cargo door lock handles thereby allowing accessto the handles for locking and unlocking of doors;

FIG. 24 is a fragmentary rear view of a truck trailer rear showing anarrangement of the cargo door lock handles adapted to allow anaerodynamic panel to be extended to the bottom of the door, while stillenabling the door to be locked and unlocked;

FIG. 25 is a fragmentary rear view of a truck trailer rear showing analternate arrangement of cargo door lock handles that allow panel to beextended near the bottom of each door;

FIG. 26 is a fragmentary rear view of a truck trailer rear showing yetanother alternate arrangement in which the cargo door lock handlesextend from the bottom of the door, thereby allowing the panel to extendsubstantially to the bottom of the trailer door assembly;

FIG. 27 is a rear view of an exemplary truck cargo body rear withaerodynamic panels extended to the bottom of the door according to analternate embodiment;

FIG. 28 is a fragmentary perspective view of the rear of a truck trailercargo body rear showing an aerodynamic structure in a deployedorientation according to an alternate embodiment that employs an“origami” type folding arrangement;

FIG. 29 is a fragmentary perspective view of the rear of a truck trailercargo body rear of FIG. 28 showing the origami aerodynamic arrangementin a folded orientation;

FIG. 30 is a perspective view of the folding origami aerodynamicstructure for one of the pair of adjacent truck trailer cargo doorsaccording to the embodiment of FIGS. 28 and 29 in a fully deployedorientation;

FIG. 31 is a perspective view of the folding origami aerodynamicstructure for one of the pair of adjacent truck trailer cargo doorsaccording to the embodiment of FIGS. 28 and 29 showing the foldingprocedure from the deployed orientation of FIG. 30;

FIG. 31A is a fragmentary perspective view of a pair of adjoining panelsin the origami arrangement of FIG. 30 detailing an exemplary slidinghinge assembly in a fully deployed orientation;

FIG. 31B is a fragmentary perspective view of the pair of adjoiningpanels in accordance with FIG. 31A detailing the operation of theexemplary sliding hinge assembly during a panel folding/collapsingprocess;

FIG. 32 is a more detailed perspective view showing the centralstiffener bar/brace used for deploying and securing the unfolded origamiaerodynamic arrangement as shown in FIG. 30;

FIG. 32A is a plan view showing exemplary dimensions for an outervertical aerodynamic panel according to an embodiment of the origamiarrangement of FIGS. 28-32;

FIG. 32B is a plan view showing exemplary dimensions for thecentral/medial vertical aerodynamic panel section according to anembodiment of the origami arrangement of FIGS. 28-32;

FIG. 32C is a plan view showing exemplary dimensions for the upper,adjoining central/medial vertical aerodynamic panel section according toan embodiment of the origami arrangement of FIGS. 28-32;

FIG. 32D is a plan view showing exemplary dimensions for the adjoininglower central/medial vertical aerodynamic panel section according to anembodiment of the origami arrangement of FIGS. 28-32;

FIGS. 32E and 32F are each respective plan views showing exemplarydimensions for the two adjoining top horizontal aerodynamic panelsections according to an embodiment of the origami arrangement of FIGS.28-32;

FIGS. 32G and 32H are each respective plan views showing exemplarydimensions for the two adjoining bottom horizontal aerodynamic panelsections according to an embodiment of the origami arrangement of FIGS.28-32;

FIG. 33 is a partial top view of a conventionally mounted truck trailercargo door without aerodynamic structures according to the prior art;

FIG. 34 is a top view of a folding aerodynamic structure in accordancewith any of the embodiments contemplated herein, which seats within arecess of a modified door, shown in a deployed orientation;

FIG. 35 is a top view of the folding aerodynamic structure of FIG. 34 ina folded orientation in which it lays flushly against, or below, thesurrounding outer surface of the recessed door;

FIGS. 36 and 37 are schematic side views of a truck having a trailerthat includes a folding aerodynamic structure in accordance with theembodiments of this invention in each of a retracted and deployedorientation, respectively using automated techniques, typically whilethe truck is in motion;

FIG. 38 is a fragmentary top cross section of a door assembly withattached aerodynamic structure showing an actuator secured to the medialpanel that enables the unfolding of the aerodynamic structure accordingto an embodiment of this invention from the depicted folded state;

FIG. 39 is a more detailed side view of the actuator of FIG. 38;

FIG. 40 is a top view of the folding aerodynamic structure of FIG. 38showing the aerodynamic structure fully deployed in response to biasforce from the actuator of FIGS. 38 and 39;

FIGS. 41 and 42 are rear views of the automated aerodynamic structure ofFIG. 38 in each of a folded/retracted and deployed orientation,respectively;

FIG. 43 is an exposed rear view of the truck trailer rear of FIGS. 36and 37 showing the positioning of the actuators of FIG. 38 upon theunderlying cargo doors;

FIG. 44 is a rear view of the truck trailer rear of FIGS. 36 and 37showing an alternate positioning of an actuator in accordance with thisinvention;

FIG. 45 is a fragmentary top cross section of a door assembly withattached aerodynamic structure showing an actuator secured to the outerpanel that enables the unfolding of the aerodynamic structure accordingto an embodiment of this invention from the depicted folded state;

FIG. 46 is a top view of the folding aerodynamic structure of FIG. 45showing the aerodynamic structure fully deployed in response to biasforce from the actuator;

FIG. 47 is a rear view of a truck trailer cargo body rear according toan alternate embodiment, having aerodynamic structures separately hingedto the cargo door frame, shown in a closed orientation;

FIG. 48 is a partial side cross section of the truck trailer door andaerodynamic structure taken along line 48-48 of FIG. 47;

FIG. 49 is a rear view of the truck trailer cargo body of FIG. 47showing the aerodynamic structures hingedly moved to an openedorientation and secured against the trailer sides so as to reveal arolling cargo door;

FIG. 50 is a rear perspective view of a geared hinge assembly forpreventing racking of a door and/or spacer frame having an aerodynamicstructure mounted thereon, according to an illustrative embodiment ofthis invention;

FIG. 51 is a frontal perspective view of the geared hinge assembly ofFIG. 50;

FIG. 52 is a top perspective view of the geared hinge assembly of FIG.50;

FIG. 53 is a perspective view of an intermediate geared spacer clevisand hinge strap for use in the hinge assembly of FIG. 50;

FIG. 54 is a perspective view of a dual-pivot-axis central extensionlink for use in the geared hinge of FIG. 50;

FIG. 55 is a perspective view of a geared hinge cap and cargo body hingeclevis for use in the geared hinge assembly of FIG. 50;

FIG. 56 is a top view of the geared hinge assembly of FIG. 50 shown in aclosed orientation;

FIG. 57 is a top view of the geared hinge assembly of FIG. 50 shown in apartially opened orientation;

FIG. 58 is a top view of the geared hinge assembly of FIG. 50 shown in afully-opened, 270-degree orientation;

FIGS. 59-61 are each top views of the geared hinge cap of the gearedhinge assembly of FIG. 50 showing various positions for the adjustablegear cam;

FIG. 62 is a partial perspective view of the rear of an exemplarytrailer having an aerodynamic panel assembly with a swing arm-baseddeployment and folding system, shown in a folded orientation accordingto an embodiment of this invention;

FIG. 63 is a partial perspective view of the aerodynamic panel assemblyof FIG. 62 in which the panel assembly is beginning to deploy inresponse to rotation of the swing arm;

FIG. 64 is a partial perspective view of the aerodynamic panel assemblyof FIG. 62 in which the panel assembly is further deployed in responseto rotation of the swing arm;

FIG. 65 is a partial perspective view of the aerodynamic panel assemblyof

FIG. 62 in which the panel assembly is fully deployed in response torotation of the swing arm;

FIG. 66 is a perspective view of the rear of an exemplary trailer havingan aerodynamic panel assembly with a folding medial panel deployment andfolding system, shown in a partially deployed orientation according toan embodiment of this invention;

FIG. 67 is a perspective view of the aerodynamic panel assembly of FIG.66 in which the panel assembly is further deployed in response tounfolding of the medial panels;

FIG. 68 is a perspective view of the aerodynamic panel assembly of FIG.66 in which the panel assembly is nearly completely deployed in responseto unfolding of the medial panels;

FIG. 69 is a perspective view of the aerodynamic panel assembly of FIG.66 in which the panel assembly is fully deployed in response tounfolding of the medial panels, with the medial panels placed in aflush, confronting relationship;

FIG. 70 is a fragmentary side view of a hydraulic/pneumatic-based upperand lower panel deployment and folding system in an aerodynamicassembly, showing the lower panel and associated master cylinder,according to an embodiment of this invention;

FIG. 71 is a fragmentary side view of a hydraulic/pneumatic-based upperand lower panel deployment and folding system, showing the upper paneland associated slave cylinder, which responds to movement of the mastercylinder of FIG. 70, according to an embodiment of this invention;

FIG. 72 is a side view of a portion of an aerodynamic assembly having acable-interconnected upper and lower panel deployment and folding systemaccording to an embodiment of this invention;

FIG. 73 is a side view of a portion of an aerodynamic assembly having aneccentric linking bar-interconnected upper and lower panel deploymentand folding system according to an embodiment of this invention;

FIG. 74 is a fragmentary top cross section of the hinge area of a doorand aerodynamic assembly with an extended hinge member according to anembodiment of this invention;

FIG. 75 is a fragmentary top view of a hinge area and exemplary having apivot axis point located along a directly rearward to a directlysideward arc, spaced from a conventional butt hinge pivot axis point;

FIGS. 76-78 are fragmentary top views of a four-bar linkage hingeassembly mounted between a trailer frame and a door with aerodynamicassembly that swings in approximately a 270-degree arc between a closedposition, and intermediate position and a fully open position, accordingto an embodiment of this invention;

FIG. 79 is a fragmentary top cross section of the hinge area of a doorand aerodynamic assembly with a conventional butt hinge and extendeddoor hinge member that repositions the door itself further into thetrailer cavity, according to an embodiment of this invention;

FIGS. 80 and 81 are respective side cross section and rear views of aoutward-folding panel arrangement for a rear-mounted aerodynamicassembly according to an embodiment of this invention shown in a foldedorientation;

FIG. 82 is a fragmentary top view of a trailer door and mountedaerodynamic assembly according to an illustrative embodiment having anangled stacking arrangement during folding to clear conventional doorlocking rods, shown with the aerodynamic assembly folded and the trailerdoor closed;

FIG. 83 is a fragmentary top view of the trailer door and mountedaerodynamic assembly according to FIG. 82, shown with the aerodynamicassembly folded and the trailer door fully open;

FIG. 84 is a fragmentary top view of the trailer door and mountedaerodynamic assembly according to the embodiment of FIG. 82 showing aremotely placed hinge pivot that enables a panel of the aerodynamicassembly to deploy into a flush relation with the trailer outer side,with side panel shown in a deployed position;

FIG. 85 is a fragmentary top view of the trailer door and mountedaerodynamic assembly according to FIG. 84, with side panel shown in afolded position;

FIG. 86 is a fragmentary perspective view of the rear of a trailer witha door and mounted aerodynamic assembly according to FIG. 82, shown withan upper panel in a deployed orientation and having an angled hinge linefor clearance of an externally mounted door locking rod upon folding;

FIG. 87 is a fragmentary perspective view of the rear of a trailer withthe door and mounted aerodynamic assembly according to FIG. 86, showingthe upper panel beginning to fold downwardly and exhibiting adifferential in clearance across its width with respect to the surfaceof the door;

FIG. 88 is a fragmentary perspective view of the rear of a trailer withthe door and mounted aerodynamic assembly according to FIG. 86, showingthe upper panel folded further downwardly, and exhibiting a furtherdifferential in clearance across its width with respect to the surfaceof the door;

FIG. 89 is a fragmentary perspective view of the rear of a trailer withthe door and mounted aerodynamic assembly according to FIG. 86, showingthe upper panel folded fully and exhibiting the desired differentialclearance across its width with respect to the surface of the door so asto provide clearance for the externally mounted door locking rod;

FIG. 90 is a perspective view of a frame-mounted hinge member having anextended pivot point for use with the door and aerodynamic assemblyaccording to FIG. 82 and for providing a streamlined panel attachmentaccording to this invention;

FIG. 91 is a fragmentary perspective view of the rear of a trailer withattached side panel of an aerodynamic assembly having hinge membersaccording to FIG. 90 that define a streamlined profile between thetrailer side and the adjacent side panel;

FIG. 92 is a fragmentary top cross section of a trailer door and anattached side panel hinge assembly showing a spacer that allows forvariable mounting of the hinge assembly;

FIG. 93 is a fragmentary front cross section of a medial region betweenadjacent aerodynamic upper or lower panels showing a pair of medialwipers in a sealing engagement within a gap between the panels;

FIGS. 94 and 95 show a modified door-locking assembly in which thevertically translating locking rods move, respectively from an unlockedto a locked position in response to rotation of an external handleaccording to an illustrative embodiment;

FIG. 96 is a fragmentary perspective view of a rear-mounted aerodynamicpanel assembly with surface mounted upper lighting assemblies accordingto an illustrative embodiment;

FIG. 97 is a fragmentary perspective view of a rear-mounted aerodynamicpanel assembly having a header assembly with flush-mounted upperlighting assemblies according to an illustrative embodiment;

FIG. 98 is a fragmentary perspective view of a rear-mounted aerodynamicpanel assembly with transparent/translucent sections to exposeconventionally located trailer frame mounted upper lighting assembliesaccording to an illustrative embodiment;

FIG. 99 is a rear perspective view of a fully deployed aerodynamicassembly mounted on one trailer door according to an illustrativeembodiment of this invention, and employing a swing arm-type upper andlower panel deployment system;

FIG. 100 is a more detailed perspective view of the lower panel lockingmechanism for the deployed aerodynamic assembly of FIG. 99 detailing alocked relationship between the lower panel and the side or lateralpanel;

FIG. 101 is a more detailed perspective view of the locking mechanism ofFIG. 100 showing the unlocking of the panels from each other;

FIG. 102 is a more detailed perspective view of the locking mechanism ofFIG. 100 showing the unlocked panels being moved further away from eachother, and toward a folded/retracted position;

FIG. 103 is a more detailed perspective view of the aerodynamic assemblyof FIG. 99 showing the now-unlocked panels moving further toward afolded/retracted position;

FIG. 104 more detailed, fragmentary rear view of the aerodynamicassembly of FIG. 99 showing the folding hinge arrangement for the upperaerodynamic panel;

FIG. 105 is a more detailed perspective view of the folding hingearrangement of the upper aerodynamic panel of FIG. 99;

FIG. 106 is a more detailed top view of the upper aerodynamic panel andside/lateral panel of FIG. 99 in a folded orientation shown providingclearance for a door lock rod;

FIG. 107 is an exploded perspective view of a door hinge unit for use inthe door and aerodynamic panel assembly of FIG. 99;

FIG. 108 is a perspective view of an assembled door hinge unit accordingto FIG. 108;

FIG. 109 is an assembled door hinge unit according to FIG. 108 furtherincluding a lateral panel hinge nested therein with it's own discretepivot axis provided by the hinge unit;

FIG. 110 is a more detailed fragmentary top view of the aerodynamicpanel assembly of FIG. 99 shown with the panels in a folded position andthe door in a fully closed orientation against the door frame of thetrailer;

FIG. 111 is a more detailed respective view of the folded panel assemblyof FIG. 99 with the door moved to an opened position upon the hingeunits shown in FIGS. 107 to 109;

FIG. 112 is a more detailed top view of the folded panel assembly ofFIG. 99 showing the door and panel assembly moved to a fully opened,270-degree orientation upon the hinge units shown in FIGS. 107-109, andplaced substantially flushly against the side of the trailer body;

FIG. 113 is an exploded perspective view of the trailer-frame-mounted,elongated hinge butt plate having variably placed hinge locations thatenable customization of the unit according to the illustrativeembodiment of FIG. 99;

FIG. 114 is a fragmentary perspective view of the hinge butt plate ofFIG. 113 installed along the edge of the trailer door frame with a newhinge butt defined by the butt plate overlying an existing trailerhinge;

FIG. 115 is a fragmentary top perspective view of the deployedaerodynamic assembly of FIG. 99 showing the positioning of a cutout onthe medial filler strip of the upper aerodynamic panel to enable atrailer door lock rod to pass therethrough; and

FIG. 116 is a perspective view of a length-adjustable tie-rod foradjustably interconnecting each of the upper and lower aerodynamicpanels of the aerodynamic panel assembly of FIG. 99 to the swing armassembly.

DETAILED DESCRIPTION

An exemplary truck trailer section 100 is shown in FIG. 1. The cab hasbeen removed in this depiction for further clarity, but can be anyacceptable size, model, type and configuration of motorized unit. It canbe assumed that this cab includes appropriate roof and side aerodynamicstructures to enhance the overall aerodynamic efficiency of theassembled truck. In accordance with an embodiment of this invention thetrailer section includes, at its rear end 102, an aerodynamic structure104 consisting of four inwardly tapered aerodynamic surfaces or panels106, 108, 110 and 112. The surfaces/panels are formed from rigid,semi-rigid or somewhat-flexible sheet material that, as will bedescribed further below, can be folded along hinge lines, or otherwiserefracted, to allow access to the doors 120 that are mounted on the back102. The thickness and perimeter shape of the panels is highly variable.In an exemplary embodiment, the panels can be formed from a lightweightmetal, like aluminum alloy or a synthetic composite, such as fiberglassor carbon-fiber composite. They panels should be able to withstand highwinds experienced at highway speeds without excessive flapping orvibration. Internal stiffeners or ribs can be provided whereappropriate. The panels have an exemplary thickness along theirmid-regions of between approximately ⅛ inch and ¼ inch—but lesser orgreater thicknesses are expressly contemplated. The overall structureextends rearwardly approximately four feet from the back of the trailerin the embodiment, but other distances of extension are expresslycontemplated.

Referring to FIGS. 2-4, the rear or back 102 of the trailer cargo body100 is shown in further detail. Referring first to the side view in FIG.2, the top horizontal aerodynamic panel 110 and bottom horizontalaerodynamic panel 112 span between the illustrated external, right sidevertical aerodynamic panel 106. A similar left side vertical aerodynamicpanel 208 is also provided. Referring further to FIGS. 3 and 4, the topand bottom horizontal panels 110 and 112 each comprise a pair ofadjacent right/left panels 310, 312, and 320, 322, respectively. In thismanner, one half of the upper panel and the lower panel is attached toeach door 330, 332 respectively. A pair of central or medial verticalpanels 340 and 342 extend between respective top and lower panelsections 310, 320 and 312, 322 respectively. Thus, each door hasattached thereto and individual tapered box-like aerodynamicassembly/structure. FIG. 5 describes one of these exemplary, individualaerodynamic structures 510 in further detail.

As shown in FIG. 5, the four aerodynamic panels 310, 320, 106 and 340are all hingedly attached to a rectangular spacer frame 520 that acts asa fixed mounting base. The spacer frame 520, as will be described below,includes hinges along each of four sides that allow each of the panelshingedly attached aerodynamic panels to be folded inwardly toward thespacer frame. As shown in FIG. 5, an aerodynamic panel can be moved fromthe depicted deployed position to a folded, retracted position. In thisexample, the folding process begins by first folding inwardly the upperhorizontal panel 310 and the bottom horizontal panel 320 as shown byarrows 560. While a spacer frame is employed in this exemplaryembodiment, in illustrative embodiments described further below thestackup of folded panels can be reduced and other benefits can beachieved without the use of a spacer frame.

Referring next to FIG. 6, the upper and lower panels 310 and 320 are nowfolded within the spacer frame 520, thereby allowing the medial verticalpanel 340 to be folded inwardly as shown (arrow 650). In FIG. 7, themedial vertical panel 340 is now folded-in to overlie the upper andlower horizontal panels 310 and 320. Now the outer vertical panel 106can be folded inwardly (arrow 750) to overlie the inner vertical panel340. The final folded structure is shown in FIG. 8 with all panelsessentially nested within the spacer frame 520.

Note that a medial “panel” is shown and described for each foldingaerodynamic structure herein. While the depicted panel is a solid planarmember, the term “panel” as used herein should be taken broadly toinclude other types of interior supporting members that may not fully,or substantially, close-off the space between the two adjacentaerodynamic assemblies on the adjacent doors. For example, the medialpanel (which can also be termed a “splitter” can comprise a beam, or anopen trusswork). Since this component is not within the airstream, itcan take any form that is sufficient to support the inside corners ofthe top and bottom horizontal panels.

Referring to FIG. 9, the depth DSF1, DSF2 and DSF3 of each side of thespacer frame 520 is chosen so that the panels neatly overlie each otherwithout binding in the desired folding order. To facilitate this foldingorder, the upper and lower/bottom horizontal spacer frame sides 910 and912 are located lowest (DSF2), the medial vertical spacer frame side 914is slightly higher (DSF3), and the outer vertical spacer frame side 916is the highest side (DSF1). Since the upper and lower panels do notoverlap in the folded orientation, their sides 910 and 912 are the sameheight (DSF2) in this embodiment. Each spacer frame side includes hingebrackets 930 that interconnect with corresponding hinges on theadjoining folding aerodynamic panels. The spacer frame sides alsoinclude mounting plates 940 (or another acceptable mechanism) to allowthem to be secured to the flat face of a conventional, underlying door(120). The mounting plates 940 in this embodiment include holes forallowing fasteners to be passed therethrough and into the door. Theupper and lower horizontal spacer frame sides 910 and 912 also includethrough-holes or slots 950 that are sized and arranged to allowclearance for the passage of conventional exterior cargo door lockingrods 960, the use and construction of which should be well-known tothose known in the art. These locking rods 960 particularly facilitatethe locking of each door against the trailer cargo body. As will bedescribed below, a mechanism that allows the driver to access thelocking rod handles is desirable. In the depicted embodiment, the bottomhorizontal panel 112 is elevated above the bottom of the door section tocreate an open space 348 (see, for example, FIG. 3). This open space canbe used to access the handles, which are typically located slightlyabove each rod's pivot base 370. As will be described further below,alternate mechanisms for allowing actuation of the locking rods 960 canbe employed, thereby allowing the aerodynamic structure to extend downto the bottom region of the door section. Note, even when suspendedabove the bottom of the door, each depicted aerodynamic assembly in thisembodiment affords a significantly improved aerodynamic profile to therear of the trailer.

In this embodiment, the angle of taper (angle AT in FIG. 4) for thesides (and the top and bottom) can be between approximately sevendegrees and twenty degrees. The precise taper angle is highly variable,and can be determined (in part) by exposing the particular trailer shapeand configuration to wind tunnel tests and/or other well-knownaerodynamic testing techniques. As shown particularly in FIG. 8 whenfolded the vertical panels 106 and 340 each display a characteristicdownward angle along the top edge 880 and 882, respectively due to thehorizontal upper panel's taper.

While the spacer frame 520 is depicted as a series of thin, uprightplates, in alternate embodiments, it can be a set of lower, flattenedbeams, with fasteners passing directly through the faces of the beams(as opposed to separate L-shaped mounting plates 940 as shown).

When folded, as shown generally in FIG. 8, each door's respectiveaerodynamic assembly in accordance with this embodiment presents arelatively low profile that compactly overlies its respective door. Asshown further in FIG. 10, each folded aerodynamic structure 1010 and1012 can be hinged approximately 270 degrees into the fully openeddepicted orientation (as shown in phantom) so that the door andoverlying aerodynamic assembly are collectively secured against thesides 1020 and 1022, respectively of the trailer cargo body 100.

As shown in FIG. 11, this compact folding arrangement, thus allows atrailer cargo body 100 to be readily backed (arrow 1110) into aconventional loading dock bay 1120 with its doors opened and secured ina conventional manner, and free of interference with adjacent, closelyspaced trailers 1130 and 1140, which may be already positioned at thedock as shown, or subsequently maneuvered into and out of the dock.Hence, the folding arrangement of this embodiment affords the driverand/or loading dock personnel an easy and conventional technique formaneuvering the vehicle and for opening trailer doors to gain full,unobstructed access to the trailer's cargo compartment.

In order to facilitate the hinged movement of the substantiallythickened door and aerodynamic structure (1010 and 1012), a conventionalhinge cannot be employed. The additional thickness provided by the spaceframe (between approximately three and eight inches of additionalthickness in various embodiments—depending in part upon the height ofthe spacer frame and folded panel components) would cause the corner ofthe spacer frame to bind against the truck side after only 180-200degrees of opening movement. By way of illustration, and as shown inFIG. 12, a conventional truck door hinge consists of a clevis 1210 thatis secured to the trailer's door frame 1220 using fasteners, welding oranother technique. A pin 1230 passes through the clevis and provides apivot point for a stamp section 1240 that extends onto the door surface1250, and is attached to the door (1250) by fasteners 1260. This hingestructure allows the relatively thin conventional door to swing aroundand lay flatly against the sides of the trailer. However, asignificantly outwardly thickened door could not lay flat against thesides and, instead, would bind up on the sides before fully swingingaround as described above. This would interfere with loading andunloading, and more particularly would interfere with adjacent trailersat the dock. Thus, as shown in FIG. 13, a modified, multi-part hingeassembly 1310 is employed with the door and aerodynamic panel assemblyof this embodiment.

The trailer's original clevis (or a modified clevis) 1320 is used inconnection with the trailer's door frame. The clevis 1320 is connectedby a pivot pin 1332 to the first side 1334 of a central clevis 1330.This central clevis 1330 extends the overall swing range of the hingeassembly to allow for the thicker door. The opposing side 1344 of thecentral clevis 1330 is joined by another pin 1342 to the strap assembly1340 that is secured to the door and spacer frame. Each pin 1332, 1342can be secured in place by a respective head 1350 and opposing threadednut 1352. A strap assembly 1340 includes a pivoting base 1360 thatengages the pin 1342 and an L-shaped strap plate 1362. The strap plateincludes fastener holes 1364 or another mechanism for securing it to thedoor and aerodynamic assembly.

With reference now to FIGS. 14-16, the operation of the hinge assembly1310 is shown in further detail. In FIG. 14, the clevis 1320 is attachedto the door frame 1410 of the trailer body with the original door 1420in a closed position. There may be a variety of gaskets and/or otherseals within the gap 1430 between the door 1420 and the frame 1410.These have been omitted for clarity. The door 1420 is attached to theouter spacer frame side 916 by fasteners 1450 (shown in phantom), oranother securing mechanism. Similarly, the spacer frame side 916 (aswell as other parts of the spacer frame 520) is attached securely to theface of the door 1420. In alternate embodiments, a further L-shapedhinge strap section 1460 (shown in phantom) can be provided at the endof the strap 1362. This section 1460 can pass under a portion of thespacer frame side 916 and be attached directly to the door face forfurther security.

As shown in FIG. 14, in the closed position the base clevis 1320 andcentral clevis 1330 are in alignment along a center line 1470 that runsbetween parallel pivot axes 1478 and 1480 for each respective pivot pin1332, 1342. By employing the central clevis 1330, the pivot point 1480for the strap section 1362 has been extended outwardly from the doorframe edge 1410 by an additional distance DE relative to the originalpivot point's (1478) extension distance DO. This additional distance DEis designed to compensate for the thickness TS of the aerodynamicstructure.

Thus, referring now to FIG. 15, when the door assembly is opened, thestrap 1362 and central clevis 1330 rotate about the pin 1332 of the baseclevis 1320. The added extension provided by the central clevis causesthe pivot point 1480 of the pin 1342 to extend beyond a distance DP withrespect to the face of the trailer side wall 1510.

As such, when the overall door assembly is swung fully around on thepivot 1480 (270 degrees, as shown in FIG. 16), the aerodynamic structureis separated by a gap SD relative to the side of the trailer 1510. Inthis orientation, the door 1420 is positioned at a significant distancefrom the trailer side 1510, with the spacer frame 916 disposed in theintervening space. The length LSS of the strap section 1620 that ismounted along the side 916 is equal to or greater than the length of thelongest side of the frame (520). This dimension and the placement of thecentral clevis pivot 1480 determine the appropriate spacing for the doorassembly relative to the trailer side. These dimensions can be adjustedbased upon the over thickness of the organic assembly. While not shown,the end of each assembly includes a hook or other fastening mechanismthat allows the overall door to be secured against the side 1510 withoutunwanted release. This ensures that the doors do not inadvertently flopback, and possibly strike an adjacent trailer, as the vehicle is backedinto a loading position. Note also that the central clevis includes ashoulder 1630 that is sized and arranged to bear against the base clevisside 1640 when the central clevis is pivoted to a maximum position. Thismaximum pivot position is typically at a ninety degree angle withrespect to the original pivot alignment line 1470 (FIG. 14).

It is generally contemplated that, where possible, the truck's originaldevises will be employed in a retrofit application of the aerodynamicstructure of this invention. Thus, in such a retrofit application, acustom central clevis, or a central clevis that includes appropriatespacers, is provided as a replacement for the original strap member.However, the vertical placement and/or number of hinges on a giventrailer door is highly variable among various manufacturers. To allowfor a standard aerodynamic structure that can be retrofit to a varietyof vehicles, an embodiment of a “universal” spacer frame outer sidemember 1710 is shown in FIG. 17. This adjustable side member can includea series of slots 1720 along its length at appropriate locations toreceive fasteners 1450 from the modified hinge strap plate 1362. Bycarefully locating and sizing slots, a variety of conventional trailerdoor hinge placements can be accommodated without need of providing acustomized aerodynamic spacer frame.

When folded together, the vertical panels can be secured together by anyacceptable mechanism to maintain the folded shape. For example, a strap,or catch assembly can be provided between the spacer frame and the edgeof each respective outer vertical panel. And when fully deployed, asecure mechanism for maintaining the panels in this deployed orientationis also provided. Given the prevailing aerodynamic pressures experiencedby the deployed assembly at high speed, the locking mechanism for thedeployed orientation should resist detachment of panels.

With reference to FIGS. 18-20 the sequence for locking of vertical andhorizontal panels in place is shown in detail. The unlock sequence is,of course, the reverse of the depicted locking sequence.

Referring first to FIG. 18, the central/medial vertical panel 340 isshown in deployed orientation, facing perpendicularly with respect tothe back face of the door (not visible). The medial vertical panel 340includes a projecting locking base 1810 with an outer strap 1820 and aninward slot 1822. The detached horizontal lower panel 320 includes acorresponding locking plate 1830 with a small tongue 1832 that is sizedand arranged to pass through the slot 1822 as the panel 320 is moveddownwardly (arrow 1840) into engagement with a locking base 1810. Whenthe plate 1830 has been secured against the locking base 1810, as shownin FIG. 19, an rotating rod 1910, mounted on the vertical edge of themedial panel 340 is rotated 1920 using a locking handle 1922. Therotation (arrow 1920) causes an overlying block 1930 to move intoposition over the top face 1940 of the plate 1830. As shown further inFIG. 20, the block 1930 now overlies the top face 1940 of the plate1830, thereby preventing upward movement of the panel 320 with respectto the vertical panel 340. An appropriate locking strap or catch (notshown) can then be used to secure the handle 1922 against the panel 340so that the assembly remains intact until released. Similar lockingassemblies can be provided at each junction between a vertical panel anda horizontal panel. Thus, this structure and locking procedure isapplied to each corner of the aerodynamic panel assembly. In particularthe rotating locking rod 1910 engages blocks at both the adjoininghorizontal top and lower panels simultaneously.

Note that the depicted horizontal and vertical panels can be deployed bymanually, or by physically, drawing them into the deployed orientation,and then undertaking the above-described locking procedure.Alternatively, automated mechanisms that may include springs andactuators can be used to deploy panels. Similarly panel-assembly lockscan be applied through manual or automatic techniques.

By way of comparison, the panels 106, 108, 310, 312, 320 and 322 areshown fully deployed in FIG. 21 with the center parts of each of thedoors 330 and 332 exposed. By unlocking the panels as described above,and folding, first the horizontal panels 310, 312, 320 and 322, and thenthe vertical panels 106, 340, 108 and 342, the folded assembly assumesthe compact appearance as shown in FIG. 22. As noted above, anappropriate strap or other locking assembly can be used to maintain thepanel's folded orientation on each door assembly. Since each door'spanel assembly is completely separate from the other, each door mayswing open as described above on the modified hinges.

As also described above, and with further reference to FIG. 23, the baseframe 520 is shown attached to the door 330. The door locking rods 960extend through the horizontal base frame side 912 at the bottom of theassembly as shown. As noted above, because the conventional door handles2310 extend at a distance DH from the bottom edge 2320 of the trailer100, the bottom spacer frame side 912 is positioned above the handles2310. This allows the user access to the handles when the aerodynamicstructure is folded. However, in alternate embodiments, the locking rods960 can be actuated by modified handles as shown in FIG. 24 which allowfor lowering of the bottom frame side 2450 (shown in phantom). Themodified handles 2410 extend from the original handle mounting pivots2420 on the rods 960, but include and elongated downward extension 2430that positions the handles below the now-lowered frame side 2450.Appropriate slots can be formed in the frame sides to allow the handles2410 to swing around their full 180-degree arc. In this manner, the usercan grasp handle extensions 2460 that are now located beneath the frameside 2450 to open the corresponding door.

In another embodiment, the handle bases can be moved as shown in FIG.25. The bases 2510 are thus located below the lowered horizontal frameside 2520 so that the handle extensions 2530 reside near the bottom 2540of the trailer. As shown further in FIG. 26, where multiple locking rodsare employed, the handles 2610 can extend below the bottom 2620 of thehorizontal frame member and the multiple locking rods 2630 can berotatably linked by a pushrod-and-clevis linkage assembly 2640. In thismanner, when the handle 2610 is rotated, it rotates each of the rods2630. As shown in FIG. 27, the trailer 100 is provided with loweredhorizontal panels 2710 and 2712, and associated vertical side panels2730, 2732, 2740 and 2742 as a result of the downward movement of thedoor lock handles 2750. It should be clear that a variety ofstraightforward approaches can be employed to allow access to thetrailer's door locking mechanism while affording an efficient shape forthe aerodynamic structure according to this invention.

The above-described panel embodiment, using separate panels that areeach separate from each other and locked together upon deployment,provides a simple and effective structure for creating a taperedaerodynamic tail section on a trailer's cargo door assembly. However, insome instances, the movement of multiple panels and theirlocking/unlocking may prove cumbersome. Therefore, FIG. 28 details analternate embodiment for a truck aerodynamic structure that is based onan “origami” type folding principle. That is, the folding of thecentral/medial vertical panel causes the remaining, fully interconnectedaerodynamic panel structure to fold together into a final folded form ina predetermined order.

As shown in FIG. 28, the above-described trailer cargo body 100 has beenprovided with an aerodynamic structure 2800 that consists of twoindividual door assemblies 2810 and 2812 attached to each of tworespective underlying hinged cargo doors. Each aerodynamic assembly 2810and 2812 comprises a set of individual panels that fold along accuratelyplaced and oriented adjoining hinge lines. That is, each top horizontalpanel 2810 and 2812 consists of a pair of foldable upper panel sections2820, 2822 and 2830, 2832 respectively. Likewise, each bottom horizontalpanel 2840 and 2842 consists of corresponding folding sections 2850,2852 and 2860, 2862 respectively. In this embodiment, the outer sidepanels 2870 and 2872 are single-piece units for maximum rigidity andstrength. The two confronting medial vertical panels 2880 and 2882 eachconsist of three separate folding sections 2884, 2886, 2888 and 2890,2892, 2894, respectively.

Referring to FIG. 29, in a folded orientation, the aerodynamic structurelies flatly against the respective doors 330 and 332 to allow thesedoors to be opened, and secured against the sides 1510 of the trailer100 in a manner generally described above for the separate, lockablepanels. A version of the modified hinge assemblies 1310 are describedabove are employed in order to facilitate opening of a thickened overalldoor structure to its full degree.

Referring now to FIG. 30, the operation of one of the “origami” typeaerodynamic structures (2810) is shown in further detail. It should benoted that the structure resides on a spacer frame 3010 that is similarin size, shape and relative standoff (e.g. different heights fordifferent frame sides) as the above-described frame base. In thisembodiment the sizing of heights for each side of the spacer frame 3010is chosen to allow each of the four overall panels 2870, 2810, 2840 and2880 to properly overlap each other in the final folded orientation.

With reference also to FIG. 31, the structure and function of theorigami-type aerodynamics structure is described in further detail. Thecentral or medial vertical panel 2880 hinges along its base line 3110with respect to the spacer frame 3010 as shown. In this manner, themain/center medial panel section 2086 moves inwardly and outwardly,causing the upper and lower panel sections 2884 and 2888 to hinge alongthe adjoining medial panel hinge lines 3112 and 3114. This movement, inturn, causes the adjoining top and lower panel sections 2820 and 2850 tohinge along the corner hinge lines 2120 and 3122. In addition, themovement of these panel sections 2820 and 2850 causes the adjoining tophorizontal panel sections 2822 and 2852 to move along hinge lines 3130and 3132. Likewise, the hinged one-piece outer vertical panel 2870 isdrawn in along hinge lines 3140 and 3142.

When folded, the central medial vertical panel section 2886 is placedclosest to the underlying cargo door, followed by the two folded-inadjoining medial upper and lower panel sections 3112 and 3114,respectively. Overlying these medial panel sections are the adjoiningupper panel sections 2820 and 2850, followed by the adjoining upperpanel sections panels 2822 and 2852. Overlying this folded grouping ofpanel sections is the outer vertical panel 2870. In this manner, theouter vertical panel 2870, which defines the only one-piece, unitarymember in this embodiment, covers the separate, individual folded piecesthereby assisting in protecting them from damage and weathering. Avariety of hinge structures can be used to join the panels and panelsections. Strap hinges, or elongated piano-style hinges can be employed.Where possible such hinges should be located on the interior of thepanel assembly (when deployed) to protect hinges from the elements andsmooth the aerodynamic profile. Flexible tape or an elastomeric sheet(or another flexible material) can be used to cover the outside surfaceat each hinge line so as to further seal the joint from air and waterinfiltration. In alternate embodiments, hinge material can beconstructed from a durable and high-strength polymer material or a highstrength fabric.

Because each panel has a finite thickness, a fixed hinge joint betweenpanels, which displays only one rotational degree of freedom would notallow the unique origami type folding of panels to occur withoutbinding. To compensate for this characteristic non-linear folding, thehinge lines of adjoining horizontal and vertical panels are providedwith “planar joints” that exhibit both rotational and translationalmotion. This is accomplished by providing so-called sliding hingeassemblies 3180 at the hinge lines between horizontal and verticalpanels/panel sections. In this embodiment, the intra-panel jointsbetween sections of the same panel (e.g. joints between top sections,joints between bottom sections and joints between medial sections) areprovided with fixed rotation-only hinges 3182. These rotation-onlyhinges can be elongated piano-style hinges or separated hinge units.

Referring to FIG. 31A, a sliding hinge assembly 3180 mounted betweenexemplary panels 2870 and 2822 along hinge line 3140 is shown. The hingeelement 3184 in this embodiment is similar in form to a conventionalstrap hinge with a butt base that is secured to the panel 2180 byfasteners 3188 and a pivoting strap member 3190. Unlike a conventionalhinge, however, the strap member is not directly and fixedly secured tothe opposing panel 2870. Rather, the strap member 3190 resides within aloop 3192 that has a gap 3194 with a gap height HGL (relative to thepanel surface) that is slightly greater than the thickness TSM of thestrap member so as to allow the strap member 3190 to slide within a gap3194. The length LGL of the gap is also greater than the maximum widthWSM of the strap member 3190 to provide limited side-to-side/lateralclearance between the strap member and loop in this embodiment. When thepanels are fully deployed, the hinge line is closely conformed by theadjoining panels 2810, 2870, and the strap member of the hinge isdirected fully into the loop. The fitment of the panels and accurateplacement of the hinges and loops ensures a tight and rigid structure inthe deployed orientation.

However, as shown in FIG. 31B when the panels are folded, and rotateabout the hinge pivot (curved arrow 3195), the strap member translatesin two degrees of translational freedom (arrows 3196 and 3197) as thestrap member 3190 slides within the gap as the panels form a separation(double arrow 3198) along their mutual hinge line 3140. In thisembodiment, the degree of sliding along the direction of arrow 3196 isapproximately 3 inches. This amount varies based upon the relativethickness of the panels and the folding geometry. To avoid inadvertentpullout of the strap member form the loop, the end of the strap memberincludes a stop. To avoid inadvertent pullout of the strap member 3190from the loop 3192, the end of the strap member includes a stop 3199that prevents the strap member from fully passing out of the loop. Itshould be clear that the above-described configuration for a slidinghinge is only one of a variety of possible designs. The term “slidinghinge” as used herein should be taken broadly to contemplate any hingegeometry that allows rotation, and at least one degree of translationalmovement between adjoining panels.

In this embodiment, two or more, spaced-apart, discrete sliding hinges(or a single, elongated sliding hinge structure) are mounted along hingeline 3120, 3140, 3142 and 3122, while other hinge lines are served byrotation-only hinges. In alternate embodiments, other sets of hingelines can be served by sliding hinges.

Referring further to FIG. 31, a simple deployment mechanism for thestructure 2810 is shown, consisting of a pull cord 3150 and handle 3152that are drawn downwardly (arrow 3154) to bias the unit into deployment.The cord 3150 can be locked in place against a stop on the door, oranother retaining mechanism can be used to hold the cord taut.

Referring further to FIG. 32, the cord 3150 passes through a hollowstiffener bar 3210 that is physically secured by fasteners or anothermechanism to the central medial panel section 2886. The cord is securedto a loop 3220 on one adjoining medial panel section 2884, and slidablypasses through a loop 3222 on the other adjoining medial panel section2888. When the cord is pulled taut (the upper end of the cord beinganchored against the loop 3220), it forces the draw bar to bias thecentral medial panel 2886 into alignment with the two adjoining panels2884 and 2888. This provides a simple and effective mechanism fordeploying the aerodynamic structure as the adjoining upper panelsections and outer panel are thus forces to move outwardly into thedeployed orientation. By releasing the cord's tension, the panels can befolded back together, and nested within the spacer frame. Apre-tensioned shock cord, or other form of tension spring assembly canbe attached between the central medial panel and cargo door face (oranother location, to facilitate folding when cord tension is released.Note, in alternate embodiments, the stiffener bar can be spring loadedagainst the door, so that release of tension of the cord 3150automatically brings the aerodynamic structure into a foldedorientation.

In an illustrative embodiment, the particular geometry thatcharacterizes each of the origami-type panels is as follows:

FIG. 32A shows the one-piece outer vertical panel 2870. In anillustrative embodiment, the overall height HOP of the hinge line 3250between the spacer frame and the panel 2870 is approximately 94.75inches. The perpendicular length LOP of the panel is approximately 48inches. The top taper, defined by the angle ATOP between the spacerframe hinge line 3250 and the hinge line 3140 with the adjoining upperpanel is approximately is approximately 75.49 degrees. The bottom taperangle ABOP between the lower panel hinge line 3142 and the spacer framehinge line 3250 is approximately 83.24 degrees.

FIG. 32B details the layout of the central section 2886 of the overallmedial panel. The overall vertical height MPH of the space frame hingeline 3110 is approximately 93.75 inches. The hinge line 3114 between thecentral section 2886 and the upper medial section 2884 (see FIG. 32C)has a length MPL1 of approximately 54.08 inches. Likewise, the lengthMPL2 of the lower hinge line 3114 between the central section 2886 andthe bottom medial section 2888 (see FIG. 32D) is approximately 67.88inches. The small thickness 3252 and 3254 at the top and bottom of thecentral panel section 2886 has a measurement MPT of approximately 2inches. The depicted angles AMP1 and AMP 2 of the respective hinge lines3112 and 3114 are 127.5 degrees and 131.5 degrees, respectively. Thehorizontal width WMP of the panel at its widest point, between the hingeline 3110 and outer edge 3256 is approximately 36 inches.

With reference to FIG. 32C, the upper medial panel section 2884 definesthe above-described length MPL1 of 54.08 inches along its common hingeline 3112 with the central media panel 2886. The upper angle AMPU1,between hinge lines 3120 and 3112, is approximately 37.5 inches. Thelower edge 3260 has a length MPUT, as shown, of approximately 4.82inches. The depicted angle AMPU2, at this location is approximately142.5 degrees. The hinge line 3120, which connects to the upper panelsection has a length LPT1 of approximately 48 inches.

With reference to the bottom medial panel section 2888 shown in FIG.32D, the hinge line 3114, as described above, has a length MPL2 ofapproximately 49.65 inches. The hinge line 3122, which interconnectswith the lower panel section, has a length LBP1 of approximately 48inches. The upper section 3262 has a length MPLT of approximately 4.69inches and the depicted angle AMPL1 is approximately 138.5 degrees. Theopposing angle AMPL2, between the hinge lines 3114 and 3122, isapproximately 41.5 degrees.

The two hinged-together sections 2820 and 2810 of the top horizontalpanel are shown, respectively in FIGS. 32E and 32F. In the panel section2820, the hinge line 3120 has a length LTP1 of approximately 48 inches.Likewise, the spacer frame hinge line 3270 has a similar length LTP1 ofapproximately 48 inches. The hinge line 3130 that joins to the other,adjoining upper panel section 2810 has a length LTP2 of approximately67.88 inches. The panel defines a right-angle ATP1 of 90 degrees.

The adjoining upper panel section 2810 has a length LTP2 along itsadjoining hinge line 3130 of approximately 67.88 inches. The outer edge3272 has a length LTP3 of approximately 35.58 inches. The angle ATP2,between the edges 3130 and 3272, is approximately 45 degrees.

Reference is now made to the bottom horizontal panel sections 2840 and2850, shown respectively in FIGS. 32H and 32G. The panel section 2850,which adjoins the medial panel is shown in FIG. 32G, and includes anadjoining hinge line 3122 with the bottom medial panel section 2888.This hinge line 3122 has the above-described length LBP1 of anapproximately 48 inches. Likewise, the spacer frame hinge line 3280defines a length LBP1 of approximately 48 inches. The lines join at aright angle ABP1 of 90 degrees. The opposite hinge line 3132, whichconnects with the other lower panel section 2840, has a length LBP2 ofapproximately 63.54 inches. Referring to FIG. 32H, which shows theother, adjoining lower panel section 2840, the adjoining hinge line 3132also defines the above-described length LBP2 of approximately 63.54inches. The outer edge 3282 of the panel 2840 has a length LBP3 ofapproximately 35.94 inches. The angle ABP3, between edges 3132 and 3282,is approximately 49.06 inches.

It should be noted that each of the above-described dimensions isexemplary and can be varied in order to vary the size, shape, orrelative taper of the panels. Dimensions for an aerodynamic structurehaving a different size, shape and/or taper can be derived usinggeometric and trigonometric calculations or through trial-and-error,based upon full-size prototypes and small scale models. Accordingly,each of the dimensions described above should be taken as exemplary.

Each of the above-described embodiments utilizes modified hinges (1310in FIG. 13) that allow for a thickened, outwardly extended door, due tothe presence of the base frame and folded aerodynamic panels. In analternate embodiment, the cargo hinges may remain conventional, and amodified door can be employed. With reference first to FIG. 33, aconventional door assembly 3310 according to the prior art is shown.This door assembly consists of hinge straps 3320 mounted on devises 3330that are each secured against the trailer body door frame 3340. Therelatively flat door 3350 can be opened to approximately 270 degrees,and secured flushly against the trailer side 3360 as described above.

Conversely, FIGS. 34 and 35, detail modified doors 3410 and 3412 thateach includes an inward recess 3420 and 3422, respectively. The recessis sized and arranged so that it allows a pair of aerodynamic structures3430 and 3432 of an appropriate size and shape to be deployed out of therecesses as shown. When not in use, the aerodynamic structures can befolded into their respective recesses 3420 and 3422 as shown in FIG. 35.Because the surrounding surface 3540 of each door 3410 and 3412 is themaximum outward projection of the door (the folded panels being disposedat or below the surrounding surface). Thus, as shown in phantom, thedoor 3420 swings through 270 degrees to rest against the side 3360 ofthe trailer body in the same manner as a conventional door.

For the purposes of this embodiment, the recessed frame 3550 for eachdoor can be defined as all or part of the “spacer frame” within themeaning of the term herein. That is, the folding panels can be nestedwithin this frame structure.

It is contemplated that any of the structures described herein can bedeployed automatically. For example, as shown in FIG. 36, a truck 3610is moving at a predetermined speed (arrow 3620). Either automatically,when a sufficient level of speed is met (for example 35 mph), or by adeliberate operation of the driver 3710, the aerodynamic structure 3630moves from a refracted position (FIG. 36) to an extended position (FIG.37). Automated extension and refraction can also occur while the truckis stationary, without regard to the prevailing speed based upon thedriver's direction or another predetermined condition. Likewise,automatic refraction can occur whenever the truck moves in reverse.

As shown in FIG. 38, a cargo door, 3810 of the exemplary truck trailerincludes a spacer frame 3820 that supports a folded aerodynamicstructure 3630 with panels 3830 in accordance one of the variousembodiments of this invention (for example, the above-described“origami” type structure). Hence, the panels are each hinged to arespective portion of the spacer frame 3820. A linear actuator 3850 thatis hydraulically or pneumatically controlled, and which responds to anelectrical signal from a controller, is attached between the cargo door3810 and (in this example) a portion of the central medial panel section3860.

With reference briefly to FIG. 39, the actuator 3850 includes a basepower unit 3920, a linear cylinder 3920 and a moving ram 3930. As shownin FIG. 40, when activated, the actuator 3850 extends the ram 3930,causing deployment of the folded medial panel section 3860. In thisfully deployed orientation, the depicted pair of horizontal lower panelsections 4010 and 4012 are biased into a fully deployed orientation.Likewise, the outer panel 4020 is shown fully deployed at itscharacteristic taper.

Retraction/folding of the aerodynamic assembly 3630 occurs in a manneropposite deployment, with the ram 3930 begin drawn into the actuator3850 to assume the refracted form shown in FIG. 38. In rear view, asshown in FIG. 41, the aerodynamic structure 3630 assumes the typicalfolded orientation. When extended, as shown in FIG. 42, the actuators3850 are visible on the respective doors 3810. In alternate embodiments,the actuators can be secured beneath a covering for enhanced weatherprotection. Such a covering can be part of an aerodynamic surface thatcreates desired aerodynamic effects within the open cavity defined bythe deployed aerodynamic panels.

As described briefly above, each actuator 3850 mounted on a respectivedoor 3810 is interconnected via a control wire, or pneumatic/hydraulicline 4310 to an electronic, pneumatic or hydraulic controller (notshown) that can be instructed by a speed/motion sensor and/or the driverto selectively extend and retract the aerodynamic structure. Thismounting arrangement allows easy access to the actuators and can enablethe driver too quickly to deploy and retract the system manually ifnecessary. This arrangement also has the advantage that it applies forceto the middle of the central medial panel section for even applicationof biasing force during deployment. However, this arrangement may bemore susceptible to weather and wear and tear.

In an alternate embodiment, as shown in FIG. 44, the actuators 4410 canapply force to the central medial panel sections via an L-shapedextension 4420 that extends from each central medial panel section to alocation beneath the aerodynamic assembly—in the region of the bumper. Apivot resides at each connection 4430 between the L-shaped extension andthe actuator ram 4450. This allows the actuators to be located remotefrom the central region of each door, reducing the possibility ofobstruction.

In a further alternate embodiment, shown in FIG. 45, the aerodynamicstructure 4510 is biased by an outboard actuator 4520, with its ram 4530attached to the outer panel 4540 of the aerodynamic structure. As shownin FIG. 46, during deployment, the outer panel 4540 opens to its maximumextension, thereby deploying the bottom sections 4610 and 4620, the topsections (not shown) and the medial panel 4630. This arrangement may beadvantageous in that it provides less chance of interference between thetrailer door locking rods and the mechanism. Such actuators also requireless overall ram extension that can be placed closer to the hinge line4660. This mechanism also provides increased locking strength to theoverall structure in the refracted state, as it retains the outerpanels, rather than the inner panels. Alternatively, the embodiment ofFIGS. 38-43 is advantageous in that it locks the last panel to collapsein the open position rather than the first panel to collapse. Inaddition, closing the aerodynamic assembly is accomplished moreefficiently by pulling on the medial panels. In further embodiments,both medial-mounted and outer pane-mounted actuators can be used,thereby overcoming all disadvantages. Hence, in a further embodiment,actuators position in accordance with a combination of the embodimentsof FIGS. 38-46 can be combined.

While each of the foregoing embodiments shows the aerodynamic structuresand their underlying spacer frame attached directly to a swinging truckdoor, it is contemplated that the aerodynamic structures can be attacheddirectly to the door frame of the cargo body and swung separately fromthe doors. As shown in FIG. 47, a truck body 4700 has mounted thereon apair of aerodynamic structure assemblies 4710 and 4712. Each assemblyincludes a plurality of deployable/foldable aerodynamic panels 4730 and4732. The panels 4730, 4732 can be arranged according to any acceptablefolding configuration. For example, they can be separate, locking panelsor origami-type panels as described above. The panels are contained within individual rectangular spacer frames the spacer frames are attachedby hinges 4750 directly to the rear door frame 4760, rather than thecargo door(s).

As further detailed in FIG. 48, the spacer frame 4810 is depictedoverlying the cargo body door frame 4760. The depicted spacer frame 4810contains the hinged, nested aerodynamic panels of its respectiveaerodynamic structure. The spacer frame can be constructed similarly toany of the spacer frames described above so as to facilitate a stackedfolding of panels without binding. As shown in FIG. 48, the cargo bodyemploys a roll-top door 4820 in this example. Hence, this form ofarrangement allows an aerodynamic structure to be attached to a cargobody with a non-hinged or rolling door. The two frames can be securedtogether in the closed orientation of FIG. 47 using any appropriatelocking or fastening system including simple latches between theconfronting central sides of the panels along the midline 4780. Whenunlatched, the spacer frames, with their aerodynamic structures can beswung outwardly as shown in FIG. 49. The spacer frames 4810, thus, areallowed to lie flushly against the sides 4920 and 4922 of the trailercargo body. In this orientation, the rolling (or other type) door 4820is revealed, and fully accessible. In order to facilitate the desired270-degree swing needed to lay the drawers flat as shown in FIG. 49against the sides, the hinges 4750 can be constructed in accordance withthe teachings herein (e.g. similar to multi-pivot/multi-part hinge 1310in FIG. 13). That is, the hinges can contain a central clevis and atleast two parallel pivot points that allows the door strap pivot to beshifted to a location outside the respective plane defined by each ofthe body sides 4920 and 4922. The spacer frames 4810 can also include anappropriate actuation system according to the teachings herein so as toallow the panels to be deployed and folded/collapsed.

While a multi-part hinge, such as the hinge assembly 1310 describedabove, can effectively provide the needed clearance space to accommodatethe swing of an increased-thickness door, it is recognized that theadded thickness (up to approximately 6-8 inches) along with theincreased weight of the doors may cause them to rotate out of a desiredhinge line. In other words the doors may tend to twist along their manymulti-pivot hinges As such, the door assemblies may be difficult torelock to the trailer when closed, and may generally tend to droop.

Thus, it is contemplated that the hinge arrangement should be able toeliminate this unwanted degree of freedom and allow all cargo bodyhinges to be aligned along a common rotational path. In a number ofexamples, truck trailers use five hinges along each door. However, theuse of a different number of hinges along a door is expresslycontemplated herein. In a typical five-hinge assembly, it iscontemplated that the uppermost and lowermost hinges can be of ananti-racking type of hinge 5000 as shown and described in FIGS. 50-55.These figures will be referred to variously in the followingdescription.

The hinge assembly 5000 includes a gear cap assembly 5002 that residesover a door-frame-mounted hinge clevis 5004. The gear cap assembly isshown separately in FIG. 55. This hinge clevis 5004 can be an originalclevis or a new clevis as appropriate. The gear cap assembly 5002includes a mounting tab bracket 5006 that can be secured to the outerside of the trailer frame by a fastener (not shown) passing through thetab hole 5007 and into the cargo body frame. A gear face 5008 isprovided along the perimeter of the gear cap assembly 5002. The gear capassembly 5002 covers a two-pivot axis (axes 5013 and 5014) extensionlink 5010, shown separately in FIG. 54. The pivot extension link 5010operates to extend the rotational radius of the hinge assembly similarlyto the above-described central clevis 1330 (FIG. 13). One of the pivotaxes 5013 extends through the door-frame-mounted clevis 5013, andresides within a tube 5012 of the extension link 5010. The extensionlink 5010 also includes a parallel second pivot axis 5014 within aremotely located tube 5016 on the opposing end of an intervening web5018. The remote tube 5016 is interconnected with a gearedspacer-frame-attached clevis 5020 (shown separately in FIG. 53). Thisgeared clevis 5020 includes a bottom pivot base 5120 and a top, gearedpivot base 5022. The geared pivot base 5022 includes a gear face 5024that intermeshes with the cap's gear face 5008. The two pivot bases 5022and 5120 are joined to a hinge strap 5030 that includes holes 5032 orother structures for receiving fasteners (not shown) therethrough. Thefasteners are passed through the spacer frame in this embodiment. Notethat the pivot pins (not shown) have been omitted for clarity from thebore of each pivot axis (5013 and 5014) in this illustration. Ingeneral, a through bolt or rod acts as the pivot for each axis 5013,5014. Note that the components of the hinge can be formed form a sturdymetal, or where appropriate a durable polymer. In general, the loadbearing components are typically constructed from steel due to itsstrength and durability.

Reference is now made to the top views of FIGS. 56-58, which showvarious stages of rotation of the door from fully closed (FIG. 58) tofully open (FIG. 58). In this embodiment, the geared cap 5002 remainsrotationally fixed, along with its gear face 5008. Thus, the gearedclevis 5020 pivots about the pivot axis 5014 to swing the attached doorand spacer frame (not shown in this figure). In FIG. 58, the line CLGbetween the axes 5013 and 5014 is directed perpendicularly relative tothe plane FP of the door frame (not shown). The line CLG also representsthe centerline of the extension link 5010. When the door is opened, thegeared clevis 5020 (to which the door is attached) pivots, and its gearface 5024 meshes with the geared cap's face 5008. The intermeshing ofthe gear faces 5008 and 5024 causes the geared clevis to rotate (curvedarrow 5700) as the line CLG swings around (arrow 5710), as shown in thehalf-opened view of FIG. 57). When swung fully opened (arrow 5810), asshown in FIG. 58, the geared clevis 5020 has rotated (arrow 5800) toorient the strap 5030 facing rearwardly, along the side of the cargobody (not shown). The gears 5008 and 5024 ensure that the door strapfollows a precise swing pattern as the line CLG (and the underlyingextension link 5010) are swung from closed to opened. Since every hingeassembly constructed in this manner swings according to the same pattern(e.g. swing on both axes 5013, 5014 is coordinated by the gears 5008,5024), the provision of two or more properly aligned geared hingeassemblies in the overall array of door hinges ensures that the doorwill swing in a rotational set pattern on two axes that is governed bythe gears, and is free of racking along a non-rotational degree offreedom.

Since the precise positioning of devises and strap attachment points isnot always accurate, the geared cap 5002 of each hinge assembly 5000 isadjustable so that the alignment of the pivots between two or more hingeassemblies in a door's hinge array can be varied. This simplifiesinstallation of hinge assemblies. As shown in FIGS. 59-61, the gearedcap 5002 consists of an upper adjustment-cam-following piece 5910 and alower gear-carrying piece 5920. Both pieces 5910 and 5920 are mounted soas to rotate about the pivot axis 5013. This allows the rotationalposition of each gear face 5008 to be varied within predeterminedlimits. An eccentric cam 5930, rides within a closely fitting slot 5932of the cam-following piece 5910. The cam 5930 is adjustably secured by abolt 5934 that is seated in the underlying gear-carrying piece 5920. Apair of securing bolts 5940 area also seated in the gear-carrying piece5920, and ride in arcuate slots on the cam-following piece. By looseningthe bolts 5934 and 5940, the gear face 5008 can be rotated in responseto rotation of the eccentric cam, within predetermined limits. Thus, thesetoff RA1 in FIG. 59 can be increased by rotating (curved arrow 5950)the cam 5930 to a new setoff RA2 (FIG. 60). A greater setoff RA3 (FIG.61) can be achieved by further rotation the cam 5930 (curved arrow6020). When the proper setoff is achieved for each hinge assembly, thebolts 5934, 5940 are tightened to lock in this adjustment. In thismanner, the door swings in the desired arc between the opened and closedposition, and the gears in each hinge assembly 500 ensuresynchronization of swing without racking.

For ease of operation, it is desirable that the aerodynamicstructure/assembly be easily deployed using either automated or manualoperations. In the case of manual deployment, it is desirable that theact of deployment occur without substantial effort and in a manner thatis easily within the reach of an average-sized operation. Reference isnow made to FIGS. 62-65, which depict a folding aerodynamic assembly6200 mounted on the rear of a truck trailer 6210 according to anotherillustrative embodiment of this invention in which deployment of thereachable lower panels serves to simultaneously deploy the upper panels(and folding of the lower panels, likewise folds the upper panels). Inthis embodiment, each rear door (right door 6212 being shown) supports arespective set of three exterior panels including a side panel 6230(shown already unfolded from the door), a upper panel 6232 and a lowerpanel 6234 (in which the top and lower panels are to be unfolded anddeployed. The above-described solid medial panel is omitted, andinstead, the aerodynamic assembly provides with a framework 6310 ofswing arms and tie rods. When the top and lower panels are folded, thisframework 6310 is nestled flush against the doors as shown. Thehorizontal swing arms 6326 of the framework 6310 are mounted onvertically aligned hinges 6328 to the door or door frame. They are tietogether by at least one outer vertical connecting bar 6312. When theoperator rotates the lower panel 6234, the hinged framework 6310responds by rotating (arrow 6410) outwardly as shown in FIGS. 63 and 64,the upper and lower tie rods 6322, 6324, which respectively (andhingedly) are attached to the extreme ends of top and lower panels 6232,6234 are biased by the motion of the lower panel, and resultingframework rotation. The bias of the upper tie rod 6322, thus, causes theupper panel 6232 to move in coordination with the lower panel 6234. Inthe fully deployed view of FIG. 65, the upper and lower panels arelocked into the desired deployed orientation by the swing arms 6326 andtie rods 6322, 6324. The framework assembly can be further secured asdescribed generally above by engaging latches at the bottom (location6510) and top (location 6520) of the trailing edge junction between theside panel 6230 and respective upper and lower panels 6232, 6234. Theframework 6310 provides an extremely strong, truss-based securingmechanism that resists significant inward pressure by the top and lowerpanels, while requiring very little force to deploy or refold. It alsoaffords a single large cavity for the aerodynamic structure with only alightweight open truss in the medial region. Note also that in this, andall other panel designs herein, it is contemplated that the edges ofexternal panels can be fitted with appropriate seals or gaskets, bothwhere they mate with each other and where they mate with portions of thedoor, frames and/or truck body. This ensures a clean aerodynamicstructure without undesired stream air leakage into the cavity definedby the panels.

FIGS. 66-69 detail a further embodiment of the above-describedorigami-folding aerodynamic assembly 6600. In this illustrativeembodiment, the entire rear of the truck body 6610 is depicted, with adiscrete folding assembly 6620, 6622 mounted on each trailer rear door6630, 6632, respectively. Each folding assembly 6620 and 6622 includes arespective side panel 6640 and 6642. As shown, the side panels 6640 and6642 have been deployed, and this operation can be performedindependently of deployment of the top and lower panels 6680, 6682 and6660, 6662 (respectively).

Once the side panels 6640, 6642 are opened/deployed, the user thendeploys the upper and lower panels 6680,m 6682, 6660, 6662 separately bypulling downwardly (arrows 6650) on the two lower panels 6660, 6662,which were previously folded against the doors 6630 and 6632. The lowerpanels 6660 and 6662 are attached at their inner/medial edges 6840 tolower portions of respective medial panels 6670 and 6672. The medialpanels 6670 and 6672 consist of three sections. These sections, whichare better shown in FIGS. 68 and 69, consist of a bottom section 6810and 6812, a central section 6820 and 6822 and an upper section 6830 and6832. The bottom sections 6810 and 6812 are hingedly joined to theinner/medial edges 6840 of respective lower panels 6660 and 6662. Thebottom sections 6810, 6812 are also hingedly joined to the centralsection at hinge line 6860. Likewise, the top sections 6830 and 6832 arejoined to respective upper panels 6680 and 6682 at hinge lines 6880. Thecentral panels are hinged against the door at hinge line 6890. Thus, asdepicted in FIGS. 66-69, as the lower panels 6660 and 6662 are pulleddownwardly (arrow 6650) out of their folded position, they bias andunfold the bottom sections 6810, 6812 of the medial panels 6670 and6672. This hinges out the attached central sections 6820 and 6822 which,in turn, each bias the attached upper sections 6830 and 6832. This biasof the medial panels forces thereby the upper panels 6680 and 6682 tohinge upwardly until the medial panels are brought into flush,confronting contact with each other as shown in FIG. 69. The top andlower panels are now fully deployed, and the overall aerodynamic shapeis formed by the depicted pair of cavities 6920 and 6922. Note that theillustrative embodiment can employ the above-described sliding hingeassemblies to allow the panels to fold over one another and also deployin a rectilinear manner as shown. Such sliding hinges can be locatedalong the joints between the medial panels 6670 and 6672 and adjacentupper panels 6680, 6682 and lower panels 6660, 6662.

In this arrangement, a pair of gas springs or similar spring/damperunits 6930 are hingedly attached between each lower panel 6660, 6662 andthe respective bottom sections 6810 and 6812 of the medial panels 6670,6672. These bars 6930 are hinged at both attachment points to foldfreely against the adjacent folded panels when in a fully foldedorientation against the respective doors 6630, 6632. These bars, thus,fold with the panels. The bars provide further directed bias to themedial panels 6670, 6672 when they are unfolded, and also serve toreinforce the fully deployed structure. As shown, the lower panels 6660and 6662 are positioned at spacing above the bottom edge 6632 of thedoors 6630 and 6632. In this manner, the conventional latches 6940 ofthe door can be accessed. In alternate embodiments, a different latchsystem can be employed allowing the panels to be brought to a lowerpotion of the door (described further below). The illustrativeaerodynamic assembly 6600 also includes appropriate frame spacers and/orhinge extensions as necessary to allow clearance for the latches and/orto allow folding of the doors flush against the sides of the truck body6610, in a manner described generally above.

In another embodiment, in which medial panels maybe omitted, the bottomand upper panels can be deployed mechanically, using coupled hydraulicor pneumatic circuits attached to each set of top and bottom hingedpanels on a respective door (or door frame). As shown in FIGS. 70 and71, the illustrative lower panel 7010 is mounted on a hinge bracket 7012against the door surface 7014. A hydraulic master cylinder and pistonassembly 7016, connects to a linkage 7020 that is secured by opposingpivots 7022 and 7024 to the panel bracket 7026 and the piston shaft7028, respectively. As the operator manually moves the panel between afolded and unfolded position (double curved arrow 7040), it causes thelinked piston shaft 7028 to move in and out (double arrow 7030) of themaster 7016 cylinder. This causes expansion or compression of the fluidcontained within the cylinder 7016—i.e. unfolding the lower panel causesthe piston to compress the fluid space, while folding causes the pistonto expand the fluid space.

In this embodiment, the master cylinder 7016 feeds pressure via apneumatic or hydraulic line 7018 to a slave cylinder 7116 shown in FIG.71. This slave cylinder 7116 is joined to the upper panel 7120 by thepiston shaft, via a pivot point 7124. An opposing pivot 7126 joins thebase of the slave cylinder to the door or frame surface 7014. The upperpanel 7120 is hinged with a hinge bracket 7112 that is mounted againstthe door surface 7014, near the upper end of the door/frame 7014. Theline 7018 from the master cylinder 7016 is connected to the chamber ofthe slave cylinder 7116. When pressure from the master cylinder 7016 isvaried, it causes the slave's piston shaft 7128 to move inwardly oroutwardly (double arrow 7130) thereby causing the upper panel 7120 tomove between a folded and an unfolded position (curved arrow 7140) inresponse to the relative movement of the lower panel 7010 by theoperator.

In this embodiment, the operator manually pulls down on the lower panel7010 to unfold it, thereby causing the shaft 7028 to generate pressurein the master cylinder 7016. This fluid pressure is routed along theline 7018 to the slave cylinder 7116. The routed fluid pressure causes aresponding expansion within the slave cylinder 7116, which forces theslave's shaft 7128 to move outwardly, thereby unfolding the upper panel7020. Thus, a movement of the lower panel by the operator causes theupper panel to respond in like kind. Conversely, when folding, theoperator forces the master cylinder shaft 7028 outwardly, therebycreating space within the cylinder. This expanded space is filled by thepressurized fluid stored within the upper cylinder 7116. This causes theupper shaft 7128 to withdraw into the slave cylinder 7116, therebyfolding the upper panel 7120. The illustrative hydraulic/pneumaticsystem is contemplated to operate manually in this embodiment. Inalternate embodiments, a power and/or pressure source can be provided toone of the cylinders (by for example the vehicle's pressure system or aseparate pump), thereby allowing both panels to open automatically atthe press of a button. This system can also be used with a variety ofside folding panels. In one example, a master is connected to one sidepanel, while a slave is connected to the other and a line routed alongthe bottom or top of the door frame connects the two cylinders. Sinceside folding panels are relatively easy to open, and readily accessibleby the operator, folding and unfolding generally need not be automated.However, in alternate embodiments, manual or powered automation of theside panels can be provided.

FIG. 72 depicts another system for deploying the upper and lower panelsin a coordinated manner—with the user needing only to actuate the easilyreached lower panel. As shown, a side panel 7210 has already beenunfolded and deployed to provide clearance to deploy the opposing upperand lower panels 7220 and 7230. These panels 7220, 7230 are located onrespective hinge bases 7222 and 7232 that extend the pivot pointsrearwardly from the door to, for example, provide clearance for lockingrods. The upper and lower panels 7220, 7230 are joined by a cableassembly 7240. This cable assembly 7240 includes a sheath 7242 that isfixed at a top end 7244 and a bottom end 7246 so that it does not slide.Running through the sheath 7240 is a flexible braided steel (or othertype) cable 7250. The cable 7250 is secured to a mounting point 7252near the outer edge of the upper panel 7220 and opposing mounting point7254 at the outer end of the lower panel 7230. When the lower panel 7230is drawn downwardly, or pushed upwardly (double arrow 7260) the cable7250 moves through the sheath 7240, causing a like reaction at the uppercable end 7252 (double arrow 7262). This causes the upper panel 7220 todeploy or fold in concurrently with the lower panel 7230. The weight ofthe upper panel 7220 should be sufficient to allow it to fold in astension of the cable 7250 is released—based upon folding-up of the lowerpanel 7230. If further tension is needed to fully retract the upperpanel 7220 to a fully folded orientation, then spring-loaded hingesand/or tension springs (not shown) can be provided between the panel7220 and the door 7270 (or frame).

Another illustrative system for folding upper and lower panels is shownin FIG. 73. The upper panel 7320 is hinged to the door or frame member7310 at an upper pivot point 7322. This pivot point is located at therear end of the upper panel 7320, and is adjacent to the door or doorframe. Conversely, the lower panel 7330 pivots at an outboard pivotpoint 7332 that is positioned a few inches (or more) remote from theplane of the door and frame 7310. Thus, a portion 7334 of the lowerpanel extends forwardly (in a vehicle reference frame) of the pivotpoint 7332. A linking rod 7340 extends between an upper, rearwardlyplaced pivot point 7342 on the upper panel 7320 and an end-mounted pivotpoint 7344 on the lower panel 7330. This eccentric pivot and linkarrangement allows the linking rod 7340 to move upwardly as the lowerpanel 7330 is biased downwardly (curved arrow 7350) about its hingepivot 7332. This upward movement (arrow 7352) of the linking rod 7340 istranslated into upward pivoting rotation (curved arrow 7354) at theupper panel about its hinge pivot 7322. Thus, by locating the panelhinge points 7322, 7332 and the linkage pivot points 7342, 7344 at theappropriate positions, both panels can move between a fully folded andfully deployed orientation by moving only the lower panel 7330.

It should be clear that this invention contemplates a variety of othersystems and methods for linking the two sets of panels (upper and lower)in an aerodynamic structure/assembly so that movement of one (usuallylower) panel, moves both panels in the set. These techniques can employa manual, automatic or combination of manual and automatic mechanisms toactuate folding and deployment.

Reference is now made to FIG. 74 which illustrates the provision of amodified ‘one-piece” hinge assembly 7400. In general and as discussedabove, when a conventional trailer rear door is provided with additionalrearward extension (e.g. length LE) due to the addition of the foldingaerodynamic panels 7420, then that door can only be rotated to a full270 degrees from the closed position (shown in phantom) to the fullyopened position when that increased length LE is accommodated. In thisembodiment, the conventional hinge butt 7430, which is permanently fixed(by bolts, rivets, welding, etc., to the body frame 7432, is extended bya novel extension hinge 7440. This extension hinge 7440, unlike theabove-described two part hinge, does not rotate. Rather, it includes aside extension 7450 and a base 7452 that fit closely to the adjacentcorner edges of the frame 7432. The extension 7440 is rotationally fixedin the desired orientation, with its pivot point 7460 extended rearwardby a predetermined distance DE with respect to the original pivot point7460. In this embodiment, the extension DE is directly rearward. Notethat the side extension 7450 as well as other portions of the extensionhinge 7440 are typically welded or otherwise fixed (rivets, screws,etc.) to the vehicle door frame side 7452 (and other frame locations)for added strength. A corresponding hinge-to-door bracket 7470 isattached to the door 7480. This extended bracket 7470 accommodates theincreased length of the new hinge extension 7440. Given this extendedlength, the full door assembly can rotate through a full 270 degrees tothe desired flush, confronting position along the vehicle side 7452 asshown. Note that in an alternate embodiment, the hinge 7440 can bemounted over an existing hinge butt 7430 by providing holes through eachof the horizontal members of the hinge extension 7440, and placing a pinthrough the pivot point 7460 of the hinge butt 7430 and the holes. Thehinge extension's attachment can be reinforced by appropriate welds ifdesired.

With further reference to FIG. 75, it is contemplated that the extendedhinge structure 7500 (shown in phantom) can be shaped so that its pivotpoint 7510 is oriented anywhere within a predetermined arc 7520. Notethat the hinge 7500 attaches to the existing butt hinge 7430 as a hingeextension in a manner described above with reference to FIG. 74.Alternatively, the hinge of this embodiment can be a purpose builtone-piece hinge that attaches directly to the vehicle frame usingwelding, fasteners and the like. In this embodiment, the arc extendsbetween a longitudinally, directly rearward position 7530 (position A)to an intermediate, 45-degree angled position 7540 (position C) to a90-degree position 7550 (position B). At the 90 degree position B, thepivot point is directly in line with the rearward extension of theoriginal pivot point 7460, but has been extended laterally outwardly bya distance WE—which is also the approximate radius of the arc from thepivot point 7460. This distance WE is sufficient so that a door assembly(with aerodynamic panels having an overall thickness LE—see FIG. 74) canbe fully folded to the sides.

It should be noted that the construction of the hinge 7500 can take intoaccount aerodynamic considerations. That is, the pivot point 7510 can beplaced at a location that provides improved aerodynamic benefits andoverall streamlining with respect to the vehicle side.

FIGS. 76-78 detail an alternate hinge system 7600 for use with the doorsand aerodynamic assemblies according to the various embodimentsdescribed herein. This hinge system 7600, which like the above-describedgeared hinges, allows for a substantial clearance of the door 7650 andfolded aerodynamic assembly 7652 with respect to the trailer side(7810), while the closed door 7650 remains relatively flush with respectto the rear face 7620 of the trailer door frame 7630. The hinge assembly7600 includes a base 7610, which is fixed to the vehicle frame 7612. Thebase 7610 includes two spaced-apart pivot axis points 7614 and 7616.Each point 7614, 7616 pivotally receives a respective connecting bar7624, 7626. The opposing ends of the bars 7624, 7626 are connected tospaced-apart pivot axis points 7634, 7636 on a door-mounted hinge member7640. The two bars can be on opposite vertically stacked sides of thehinge assembly 7600 so they do not interfere with each other duringmovement. Other non-interfering stacking arrangements can be employed inalternate embodiments. In the closed orientation (FIG. 76), the door7650 resides relatively inline with the door frame face 7630. Whenopened (FIG. 77) the interaction of the bars 7624 and 7626 and theirrespective pivots 7614, 7634 and 7616, 7636 causes the door to movethrough a non-circular arc, away from the frame. As shown in FIG. 78,when the door is fully open and resides at approximately 270 degreeswith respect to the closed orientation, the hinge assembly 7600 definesa clearance CH between the exterior face of the door 7650 and thetrailer side 7810 that is sufficient to accommodate the folded assembly.The spacing of the hinge points 7614, 7616, 7634, 7636 and the length ofthe two bars 7624, 7626 determines the size of the clearance CH, andthis can be derived using conventional mechanical engineering andgeometric techniques.

Reference is now made to FIG. 79, which details another embodiment of ahinge system in which a thickened door (thickness LE) assembly is ableto rotate through a full 270-degree arc. In this embodiment, the frame7432 and the original hinge butt 7430 are unchanged. The associatedpivot axis 7460 is used to facilitate the rotation between the closedposition (show in phantom) and the open position. In this embodiment,conventional pivot point position (unchanged) is accommodated byproviding a modified hinge door member 7910. The door member 7910 isattached to a normally located door 7920 that mounts the rearwardlydirected aerodynamic assembly 7930 according to any embodiment describedherein. The hinge 7910 allows the door to be inset by several inches(distance LE) forwardly along the frame 7432. Thus, when the door isopened, the combination of door 7920 and folded assembly 7930 will layflushly against the side of the trailer body as shown. Note that thelatching mechanism for the door may require modification—for example,providing latch bases that are forwardly inset within the top and bottomof the trailer to accommodate the inset of the door. It should be clearthat a variety of door hinge shapes can be employed to allow theinsetting of the door 7920 with respect to the frame 7432.

Another embodiment that can facilitate a full 270-degree rotation of thedoors, while employing existing (or slightly modified) hinge assembliesand other components is shown in FIGS. 80 and 81. Each aerodynamicassembly includes a base, attached to a respective door 8010 whichallows the upper and lower aerodynamic panels to fold away from thecenter region of the door, rather than toward it. Each door 8010 alsosupports a side panel 8020 along its surface. All panels are hingedclosely to the door 8010 to produce a low profile. A plano-style hinge(for example hinges 8070, 8072) mounted between the door and each panelcan facilitate such a low-profile, while still affording strength and agood seal against air leakage. Using either automated or manualmechanisms, the upper panels 8030 and the lower panels 8040 are eachallowed hinge outwardly away from the respective door 8010 as shown.Appropriate locks or latches (which can be integrated into the operationof a lifting mechanism) should be provided, particularly to secure theupper panels 8030 in the upward orientation. In one embodiment, a panelthickness TO of approximately ⅝^(th) inch is sufficient to allow thedoor to fold up flushly against the side. In this embodiment, the doorlatches may require relocation to, for example, a central area 8090 thatis beyond the extension of the rear edges 8092 of the folded side panels8020. In other embodiments, the panels may be sized to providesufficient clearance room for the latches. This arrangement contemplatesthat the aerodynamic assembly is always deployed when the vehicle is inmotion (at significant speed). Otherwise, the outwardly extending topand lower panels 8030, 8040 would act as a significant source of airresistance. However, when the vehicle is moving slowly (such as in aloading area) or is stationary, air resistance is not a concern and thepanels can be extended upwardly and downwardly as shown.

FIGS. 82 and 83 detail another embodiment of a door and aerodynamicassembly that can allow flush, or nearly flush positioning of the openeddoors with respect to the vehicle side—and also allows clearance of thedoor locking mechanism. In FIG. 82, the illustrative door andaerodynamic assembly 8200 is shown in a closed orientation with respectto the truck body 8210. In FIG. 83, the door and assembly 8200 is shownin a fully opened orientation. In this embodiment, an angled hingemember 8220 (defining a folded angle AH) is secured between the door8230 and each of the top and lower panels (upper panel 8240 beingdepicted). This allows each upper panel 8240 to be angled slightlyrearwardly toward the middle of the trailer in the folded orientation,so that these panels clear the locking rods and other locking components8250 located at the center region of the door, while maintaining a lowstackup at the lateral (external side) edge of the door. The side panel8260 is free to swing out with respect to an extended door hinge 8270.The pivot axis 8280 of the hinge 8270 can be located at any acceptableposition (e.g. within an arc as described above). Using sufficientlythin aerodynamic panels, a conventional hinge and axis location can beemployed and allow the door assembly 8200 to swing through almost a full270 degrees as shown in FIG. 83. In this manner, the door assemblyresides relatively flushly against the side 8310 of the trailer body8210. Other components of this novel door and aerodynamic assemblycombination 8200 are described below.

Another technique for reducing the stackup of the trailer aerodynamicassembly is further detailed if FIGS. 84 and 85. In FIG. 84, theabove-described assembly 8200 is mounted on the door 8230 with the sidepanel 8260 hinged so that its hinge pivot/axis of rotation 8400 isremote from the plane defined by its interior (cavity/door-facing)surface 8410. In this manner, when the side panel 8260 rotates into adeployed position (FIG. 84), the panel hinge member 8420 is angled asshown, which causes the outer end 8430 (shown in phantom beneath thebutt hinge 8270) of the side panel 8260 to be located flush (or nearlyflush) with side of the trailer body 8310. In this manner, the end 8430of side panel 8260 can be positioned for maximum streamlining withrespect to the side 8310 of the trailer body. Moreover, when closed(arrow 8510 in FIG. 85) the end 8430 of the side panel 8260 movesinwardly (arrow 8520) toward the center of the trailer allowing furtherclearance for viewing of vehicle lights or side hinges. Upper panels canbe, likewise, mounted with hinge pivot points that are remote from theactual surface of the panel. Modified hinge brackets on the upper panelscan be employed for this purpose.

FIGS. 86-89 detail an illustrative system and method for allowing theabove-described door and aerodynamic assembly 8200 (shown with respectto one closed door 8230) to clear an exemplary locking rod 8620 providedon the outside of the door 8230. In this embodiment, the point ofrotation of the top and lower panels has been moved based upon theabove-described rearwardly/inwardly angled panel-to-door hinge member8220 (of the hinge assembly 8650). The illustrative example shows onlythe upper panel 8240, but the lower panel of each assembly 8200 issimilarly constructed (allowing the lower panel to hinge inwardly towardthe center of the door 8230 along an angled hinge member). Based uponthe orientation of the angled hinge member 8220, the medial side 8632 ofthe upper panel (and lower panel) is now positioned approximately twoinches above the surface 8640 of the door 8230 when the panel is fullyfolded. This provides sufficient room for clearance of the exemplarylocking rod (or rods) 8620.

As shown in FIG. 86, the aerodynamic upper panel 8240 is in a fullydeployed position, with its hinge assembly 8650 oriented to be fullyopened. Note that the aerodynamic side panel 8260 is also deployed. Moreparticularly, the hinge assembly 8650 includes a door-mounted member8652 and the above-described, angled panel-mounted member 8220. Thehinge line 8656 between the two members 8220, 8652 has been angled sothat during rotation (arrow 8710 in FIG. 87), the hinge 8650 causes themedial side to move outwardly (arrow 8720) away from the door surface8640 further than the opposing exterior side (8680 in FIG. 86), whichadjoins the aerodynamic side panel 8260. As the upper panel 8240 isfurther folded along the angled hinge line 8656 toward the door surface8640 (see FIG. 88), the difference in door-to-panel spacing between theside panel side 8680 and the medial side 8632 becomes more pronounced.As shown FIG. 89, the panel 8630 is fully folded with appropriateclearance for the locking rod 8620. That is, the upper panel's medialside 8632 is at a clearance spacing CD from the door surface 8640 thatis greater than the spacing between the panel's exterior side 8680 anddoor surface 8640. The medial spacing CD is sufficient to override thelocking rod 8620, as shown.

It is further contemplated that the aerodynamic shape of the assemblycan be adapted to retrofit to a variety of different types of trailersusing some standardized components. In other words, certain “universal”components can be provided. One component is the above-describedframe-mounted hinge member 8270 with pivot points (centered aroundthrough-cut holes 8280) formed on a pair of horizontal, spaced-aparthinge butts joined by a vertical web or “side covering.” The hingemember 8270 is formed by stamping a unitary piece of sheet metal havinga predetermined thickness TH. The thickness TH can be betweenapproximately ⅛ inch and ½ inch in various embodiments. The dimension THcan be even thicker in more heavy-duty applications. The hinge member8270 is typically constructed from a strong material such as steel of anappropriate grade and type, or another metal with high strength anddurability.

With further reference to the partial view of a truck body in FIG. 91,the hinge member 8270 generally defines a streamlined shape with respectto the side 8310 of the trailer body. As shown, each hinge member 8270mounted vertically along the rear frame of the trailer body presents asmooth profile between the aerodynamic side panel 8260 and therespective hinges 8270. A series of cutouts 9110 minimize gaps betweenthe hinges 8270 and the adjacent aerodynamic side panel surface 8360(shown fully deployed). Moreover, the outboard side covering 9010 of thehinge 8270 provides increased structural strength to prevent yieldingand deflection based upon the additional mass of the door with theaerodynamic assembly attached thereto, as well as the more rearwardlocation of the pivot 8280. In general, airflow across the hinge passesover the outboard hinge plate 9010 rather than forming all turbulentvortices at each hinge gap. Note that the distance DH between thehorizontal hinge butts 9020 of the hinge member 8270 are sized somewhatlarger than conventional truck body hinge butts. This allows the tailmember 9030 on the outboard side 9010 of the hinge 8270 to be weldedanywhere vertically along the side of the trailer's rear door frame.This hinge configuration can, thus, be located to fit over an existinghinge butt, while providing proper door and aerodynamic assemblyfunction without the need to grind off the existing hinge butt.

Reference is now made to FIG. 92 in which the challenge of applying theassembly to doors (exemplary door 9210) having different sizeddoor-to-frame gaskets 9212 is addressed. As shown the aerodynamic sidepanel 9220 according to various embodiments is mounted to a hingeassembly 9222 as described herein with hinge pivot 9224. The door base9226 of the hinge assembly 9222 would normally interfere with therearwardly projecting, thickened door gasket 9212 if mounted flushlyupon the rear surface 9230 of the door 9210. However, employing a thin,corrosive-resistant plastic or hard rubber strip 9240 (secured to thehinge base 9226 and door 9210 with a through bolt assembly 9250) createsa gap GH between the hinge member 9226 and the trailer door surface9230. Existing trailer door gaskets of different lengths and thicknessescan fit in this gap, and the spacer 9240 can extend outboard of thetrailer door 9210 without interference to accommodate a desired gap size(GH). The aerodynamic side panel 9220, or an aerodynamic upper or lowerpanel, rotating about a point (9224) away from a door surface attachedin this manner can fold out to the outboard edge of a trailer (shown asa dashed line 9260). The mounting location of the spacer 9240 andfastener(s) 9250 on the trailer door 9210 can be adjusted to ensureproper fit for trailers having a variety of specifications anddimensions. In general, by placing the rotation axes of panels somedistance remote from their inner surfaces (surface 9270, for example),allows attachment to trailer doors with different gasket sizes, doorframe thicknesses, etc.

Another challenge in providing universal fitment is that the gap betweenright and left (port and starboard) upper and lower panels may varybased upon the width and spacing of the rear doors. During operation thedoors may also flex somewhat, thereby varying the gap therebetween.Referring to FIG. 93, a cross section of the medial region between aleft horizontal aerodynamic panel (upper or lower) 9310 and a righthorizontal panel (upper or lower) 9320. A gap 9330 of several inches ispurposely provided between the panels 9310, 9320. This gap 9330 iscovered for sealing purposes with one or two medial wipers 9312, 9322attached to either or both the left and right panels 9310, 9320 at theirmedial edges 9314, 9324, respectively. In this embodiment, medial wipers9312, 9322 are constructed oversized, soft and flexible foam or rubbergaskets that bend or deflect to seal gaps (9330) of different widthsalong the length of the panels 9310, 9320. In this embodiment, bothwipers 9312, 9322 have the same dimension, facing opposite directions.They include a respective base portion 9340, 9342 that overlies themedial end 9314, 9324 of each panel and an inwardly extended gasketsection 9350, 9352. The gasket sections overlap each other and at leastone becomes elastically deflected slightly (arrow 9360) in engagementwith the other to create the desired seal therebetween. Thecross-sectional shape and dimension of each gasket section is highlyvariable and can be chosen to improve the mating between gaskets as wellas the sealing properties (using for example further lips, ridges,etc.). For trailers with especially large or small gaps between the portand starboard top and bottom panels, medial wipers having gasketsections 9350, 9352 of different overall gap-spanning width dimensionsWM can be interchanged to ensure proper sealing and fit with nomodification of the panels or custom parts.

As discussed above, other systems and methods can be employed to allowthe aerodynamic panel assembly to clear the door locking mechanism on avariety of trailer types and styles. In particular, the locking handlesshould be accessible, at least when the aerodynamic assembly isretracted. One technique described above, entails locating the lowerpanel above the locking handles. Alternatively, the trailer door lockingmechanism itself can be modified, thereby allowing the lower panel toextend as low as possible with respect to the doors. A variety ofalternate locking mechanisms are also contemplated. FIGS. 94 and 95detail a typical pair of hinged trailer doors 9410 mounted on hinges9420 within a door frame 9430. The aerodynamic panels are omitted forclarity. In this embodiment, vertically moving, retractable lock rods9450, 9460 (shown in phantom) are slidably mounted along the interiorsurface of each door or within channels formed on the body of athickened door. In either case, the rods do not project from the outersurfaces of the door, where they would impede mounting of alower-profile aerodynamic assembly. Such rods move vertically from adisengaged position shown in FIG. 94 in opposing directions (arrows9520, 9530 in FIG. 95) to engage respective orifices 9470, 9480 in thebottom and top of the rear frame 9430 of the trailer, as shown in FIG.95. A rod-actuation mechanism can be positioned on a convenient locationthat is accessible on the outside of the door, or at another location.The rods 9450, 9460 can be manually operated or automated. In thisembodiment, rotating handles 9490 are mounted on the door exterior at aposition remote from interference with the folded panels. The handles9490 can be retractable so as to provide a low profile when not in use,or can be located beneath the lower panel's hinge position. As shown,the handles rotate (curved arrows 9550 in FIG. 95) from anunlocked/disengaged position (FIG. 94) to the locked/engaged position(FIG. 95).

Another alternate door locking assembly that reduces the overallexterior profile of the doors employs rotating lock rods that aremounted on the inside of the door, but otherwise operate similarly toconventional exterior-mounted rotating lock rods. A locking handle canbe provided with respect to each of the rods through a recessed port inthe door for easy access. This arrangement also eliminates the need forfitting the bases for the aerodynamic panels around lock rods. Furtheralternate embodiments can use internally mounted electromechanicalactuators (solenoids, for example) that lock and unlock with respect tothe top and bottom of the door frame.

A streamlined shape that places the mating edges (forward edges) ofaerodynamic panels as close to the outer edge of the trailer body ishighly desirable. However, the end of the vehicle may contain lightsalong the rear that are slightly inboard of the outer edge—particularlyalong the top rear face of the trailer. Often, such lighting is arequirement under state and federal vehicle laws and regulations.

FIG. 96 shows a system and method for providing required lighting to astreamlined aerodynamic assembly 9600. In this embodiment, the upperpanels 9610 mate closely with respect to the corner of the top frame9620 of the trailer body. The mating edge 9630 of each panel can bedirectly hinged to the frame, or provided with a remote hinge pivotpoint on a respective door hinge member as described above (see FIGS. 85and 85, for example) that allows the forward mating edge to extendoutwardly to meet the adjacent frame edge. In either case, the normalposition of the lights on the top rear face of the frame 9620 has beenobscured. Accordingly, a set of lights 9630, 9632 and 9634 has beenaffixed to the outer surface of each upper panel 9610 at the appropriatespacing and mounting positions to comply with regulations. The lightscan be custom-shaped or a commercially available type that allow forsurface mounting. The new lights 9630, 9632, 9634 are connected to theexisting lights on the frame or another connection via appropriate wires(or fiber optics), that pass through the panels and into the vehicle asshown by dashed lines 9650 allowing for a clean exterior surface, freeof exposed wires. The shape of the lights, combined with the downwardangle of the deployed upper panels 9610 renders a relatively low profilelight visible from behind. When folded, the lights are still visible solong as they are not completely covered by the side panels in a foldedorientation.

In another embodiment, shown in FIG. 97, the aerodynamic assembly ismounted to a header 9710 that defines an inward taper on all sidesmatching the taper angle of the adjacent aerodynamic panels 9712, 9714.The header is part of an integral door frame system, which is attachedto the rear of the trailer body 9720. It is constructed typically aspart of an OEM trailer to achieve optimal aerodynamic efficiency. Inthis manner the header 9710 presents a continuous streamlined transitionfrom the trailer body to the rear ends of the panels. The panels can behinged to the doors (9740) or header 9710 as described variously above.The header includes a plurality of top-mounted lights 9750, 9752, 9754mounted across the top at the required locations. The lights 9750, 9752,9754 are embedded within the header so that only a flush (color tinted)lens is visible, while the electrical and lighting elements (LEDs forexample) are recessed within the header 9710. This arrangement providescomplete streamlining of the lights. They are electrically (oroptically) connected to the existing light connections on the vehicleframe 9720, or otherwise connected to the lighting control of thevehicle. Again, the slant of the aerodynamic assembly 9700 and header9710 ensure that the lights are visible from behind. They are alsovisible when the aerodynamic panels are folded.

Another system and method for providing required top (or other location)lighting to a vehicle rear equipped with an aerodynamic assembly isshown in FIG. 98. In this embodiment, the existing vehicle lighting9810, 9812 remains in place on the rear face of the vehicle frame 9820,or is only slightly modified. At the forward edge 9832 of theaerodynamic upper panels 9830, a section adjacent to each set of lightshas been cut out, and replaced with a transparent or translucentmaterial panel sections 9840, 9842 of approximately the same thicknessas the surrounding panel sheet. The width WTP1, WTP2 of respective panelsections 9840, 9842 is sufficient to expose the underlying lights 9810,9812. The width should afford an appropriate angle of viewing frombehind. Likewise, the rearward length LTP1, LTP2 of respective sections9840, 9842 should be sufficient to expose the light for viewing from therear given the taper angle of the panels 9830 when deployed and when thepanels are folded. A variety of alternate techniques for providinglighting to the panels, such as embedded fiber optic emitters, etc. isexpressly contemplated. Likewise additional lights can be provided, forexample, at the rearward edges of the panels. Again fiber optic systemsor other types of lighting (LED bars, for example) can be employed toaccomplish this and other lighting tasks with respect to the aerodynamicassemblies according to this invention.

Again note that any of the above-described systems and methods forproviding light using an aerodynamic assembly can be applied to brakeand tail lights as well as backup lights mounted at acceptable locationswith respect to the rear of the trailer.

FIG. 99 shows an illustrative embodiment of an aerodynamic assembly 9900that deploys an upper panel 9910 and a lower panel 9920 using a linkagetherebetween that comprises a swing arm assembly 9930, according to theprinciples discussed generally with reference to FIGS. 62-65 above.Note, as used herein, with respect to the coordinated movement of theupper and lower panels (or generalized folding and deployment of anaerodynamic assembly) the term “linkage” shall mean a mechanical, fluidor electromechanical assembly that allows at least a second aerodynamicpanel to move between a folded and deployed position in coordinationwith the movement of a first aerodynamic panel between a correspondingfolded and deployed position. In this embodiment, the upper and lowerpanels 9910, 9920 of the assembly 9900 have been attached using hingesapplied directly to the surface of the trailer door 9940 using thedepicted fasteners (bolts, rivets, etc, or an alternate attachmentmechanism (i.e. adhesives, welding and the like). The sing arm assembly9930 of this embodiment includes a central frame 9950 having a pair ofhorizontal hinge bars 9952 that extend from door mounted hinges 9954.The hinge bars 9950 are tied together by a pair of vertical tie bars9956 and 9958 that provide a stable framework for the overall swing armframe 9950. The outer vertical tie bar 9958 of the swing arm 9930includes, at opposing ends, a ball joint swivel connection 9960(described further below) for a respective upper and lower tie rod 9962and 9964. The opposing ends of each tie rod 9962, 9964 are attached toan attachment location 9964 and 9966 (shown in phantom) on therespective upper and lower panels 9910 and 9920. Described furtherbelow, the panel-folding hinges 9970 and 9972 of the upper panel 9910and the panel-folding hinges 9974 and 9976 of the lower panel aremounted to define particular angles that allow the folded upper andlower panels 9910 and 9920 to clear a lock rod 9980 of the trailer door9940 when in a fully folded position. It can be assumed that theopposing trailer door (left side as depicted) contains a similar paneland linkage structure to that of the right side, and which has beenremoved/omitted for clarity. This description shall apply equally to theopposing door and aerodynamic structure, which, together with thedepicted and described structure constitutes a completefolding/deployable aerodynamic assembly.

As will be described further below, the side or lateral panel 9990 ismounted on hinge assemblies 9992 that (in a retrofit application) overlythe preexisting trailer body hinges. The hinge assemblies 9992 aredesigned to relocate the hinge points/axes of the trailer door 9940directly rearwardly, and also encapsulate separate hinges, which pivoton discrete axes (remote from the door hinge axis to allow folding ofthe lateral panel 9990. As will also be described, the hinge assemblies9992 are constructed as part of an overall hinge butt plate 9994 that isattached to the rear outer corner of the trailer frame by welding,fasteners and/or any other acceptable attachment technique. An opposinghinge butt plate 9996 is shown attached to the opposing side of thevehicle frame with door and aerodynamic assembly removed for clarity.The door hinge portions of the overall hinge assemblies (9992) (e.g. thehinge portion attached to the trailer door) have been omitted from thisside—typically by detaching through-bolts and nuts that act as hingepivots—revealing the hinge devises 9998 that define the pivot axis andcapture the door hinge portions of the assembly.

The panels 9910, 9920 and 9990 can be constructed from a variety ofmaterials. Where possible thickness is minimized to allow for alower-profile stack-up in the folded position. However, the panelsshould remain sufficiently rigid so as to avoid excess vibration anddeflection at high speed, and should maintain their shape even withminimal locking points between panels and an open, floatingconfrontation (without locks) at the medial junction between upper andlower panels. Examples of accepted upper lower, lateral (etc.) panelmaterials and constructions can include, but are not limited, to:honeycomb sandwich panels of any combination of honeycomb and skinmaterials, ply-metal (wood sandwiched between metal skins) panels, foamsandwich panels with any combination of foam and skin materials,fiber-reinforced plastic panels, fiberglass panels, sheet-metal panelswith stiffening ribs, composite sheets with stiffening ribs, or cloth orother non-rigid material stretched over a rigid frame.

Notably, as shown in FIG. 99, the upper panel 9910 and lower panel 9920are each secured in the depicted deployed position with respect to thelateral panel 9990 by single, discrete locking assemblies 9997 and 9999respectively located at the mating outer corners of the confrontingpanel junctions. These locking assemblies allow for the quick attachmentand release of upper and lower panels with respect to the lateral panel.

FIG. 100 shows the lower panel 9920 and lateral panel 9990 in a deployedand locked-together position in further detail. The locking isaccomplished by a lock base 10010 mounted on the lateral panel 9990. Thelock base includes a V-shaped entry groove (V-groove) 10012 and apivoting latch or catch 10014 that are similar in construction andoperation to a garden gate lock of conventional design. A pivot 10016allows the latch to move pivotally (curved arrow 10018) with respect tothe lock base 10010. In the depicted orientation, the latch 10014 hascaptured the locking pin 10020 mounted on the inside face of the lowerpanel 9920 within a well 10050 located below the V-groove 10012 on thebase. The lower panel 9920 is restrained from movement in thisorientation. Likewise, the lateral panel 9990 cannot move inwardly dueto the obstruction of the lower panel 9920. A small lever extension10030 is provided on the opposing end of the latch 10014. It includes ahole that allows attachment of a release cable (not shown).

When a cable or other actuating mechanism (attached to the latch lever10030) applies upward force on the lever 10030 (arrow 10032), the latch10014 pivots (curved arrow 10018) as shown in FIG. 101. As detailed, thelower panel 9920 is now free to move upwardly (arrow 10110) with the pin10020 no longer captured within the V-groove 10012. This upward movementallows the lower panel 9922 to be moved pivotally about its hinges intothe folded position as shown by the continuing upward movement (arrow10210) in the illustration of FIG. 102. As shown, once the panel'slocking pin 10020 has cleared the latch, 10014 in FIG. 102, the latch10014 can return to a closed position. For example, the latch caninclude a spring (not shown) that allows it to remain in the closedorientation of FIGS. 100 and 102 when not biased by movement of thelever 10030 into an unlocked position. When the panels are redeployed,and the pin moves back into engagement with the latch, the locking pin10020 forces its way along the curved top surface 10220 of the latch10014, thereby moving the latch temporarily out of an obstructingorientation. This movement allows the pin to pass through the V-groove10012, and into the capturing well 10050. When no longer obstructed, thelatch 10014 springs back over the pin 10020 to relock the assembly (asshown in FIG. 100). It should be noted that the upper panel lockingassembly 9997 is similarly constructed, and operates in similar manner,facing in an opposing direction (e.g. facing downwardly). The latchlevers of the two assemblies 9997 and 9999 can be tied together by acable or other linkage (not shown) so that actuation of each leveroccurs simultaneously by pulling upon a single cable with a singlemotion of the operator. In this manner, by folding the lower panel 9920,the upper panel 9910 is unlocked and folded at the same time.Appropriate guides and/or pulleys (not shown) can be provided to enablea release cable to serve each latch, with a handle at a convenientlocation for the operator. Such an arrangement should be within thescope of ordinary skill.

The folding action of the upper and lower panels 9910, 9920 is shownfurther in FIG. 103, in which the locking pins 10020 and 10320 of theassociated locking assemblies 9997 and 9999 are fully released. In thismanner, the upper panel 9910 and lower panel 9920 are in the process ofbeing folded fully against the surface of the door 9940 by action of theinterconnecting swing arm assembly that coordinates thefolding/unfolding movement of these two panels. In this embodiment, theoperator applies folding action to the lower panels. As described above,the folding/unfolding action can be applied by an automated mechanism,based upon a number of different triggering devices, including a cab ortrailer-mounted switch or automatic, speed-or-motion-sensing circuits.

As discussed generally above, reference to the present embodiment, andalso in connection with the embodiment of FIGS. 82-89, the upper andlower panels 9910, 9920 are adapted to fold so that they generate a gapnear the medial center of the trailer body to allow clearance for thedoor lock rod (9980 in FIG. 99). As shown in further detail in FIGS. 104and 105, the depicted upper panel 9910 is mounted on a pair ofpanel-folding hinges 9970 and 9972. The hinge 9970 defines a hinge pivotpoint 10510 that is closer to the horizontal corner 10520 definedbetween the door 9940 and the deployed upper panel 9910. Conversely, themore central hinge 9972 defines a hinge pivot 10530 that is more remotefrom the corner 105320. With reference particularly to FIG. 104, the twohinge pivot points 10510 and 10530 thereby define a hinge line (10450)that is disposed at an angle AHL with respect to the horizontal linedefined by the corner 10520. The angle AHL is between approximately onedegree and five degrees and is approximately two degrees in theillustrative embodiment. In addition, the panel side/strap of each hinge(e.g. panel hinge component 10540 for hinge 9970 and 10550 for hinge9972 define a different shape and length. In a general, the inner hingecomponent 10550 has a longer connecting strap 10552 than the connectingstrap 10556 of the outer hinge component 10540. This increased straplength allows the inner portion of the upper panel 9910 to extendoutwardly further from the door surface. As shown generally in FIG. 106,the folded panel effectively clears the lock rod 9980. Note that thelower panel hinges 9974 and 9976 (shown in phantom) define the samegeometry as the upper hinges 9970 and 9972 thereby allowing the lowerpanel 9920 to fold in a similar manner—but in an upward, rather than adownward folding direction.

As shown further in FIGS. 104-106, the illustrative embodiment providesa novel door hinge assembly, consisting of a number of discrete hingeassembly units 9992. Each hinge assembly 9992 is adapted to overly theexisting trailer frame door hinge devises (in a retrofit application),as will be described further with reference to FIG. 114 below. Eachhinge unit 9992 is mounted on an elongated, vertically mounted hingebutt plate 9994 as described above. The hinge butt plate 9994 affords adesirable aerodynamic transition between the trailer body door frame10570 and the lateral panel 9990. That is, the hinge butt plate 9994 isattached to the vehicle frame with a relatively flush mating between thetwo surfaces, thereby providing a more streamlined side profile surfacewith less of a jump discontinuity therebetween.

With further reference to FIGS. 107-109, each hinge unit includes a doorhinge portion 10590 that is seated within the clevis 9998. The clevis isdefined by two opposing clevis plates 10572 that are welded or otherwisejoined to the hinge butt plate 9994 in a manner described below. Thedoor portion 10590 of the hinge unit 9992 consists of a door strapmounting member 10592 that is mounted to the door panel 9940 using boltsor other fasteners in a manner of a conventional door strap hinge. Thehinge assembly defines a hinge pivot point 10620 that extends apredetermined distance of offset DOH rearwardly from the door frame ororiginal door hinge pivot axis. In illustrative embodiment this offsetmeasures approximately 3-5 inches. The offset can be varied based uponthe overall thickness of the door stack when the panels are fullyfolded. In order to accommodate the rearward offset (DOH), the doorportion 10590 includes a multi-angled extension strap portion 10720.This portion 10720 is designed to overlie the door frame 10570 and otherassembly components. The strap extension portion 10720 extends to apivot tube 10730. This tube 10730 has a cylindrical inner surface, whichallows the insertion of a pivot bolt that passes through both the clevisplate holes 10580 and the tube 10730 to thereby define the assembledpivoting hinge unit 9992. The particular geometric arrangement of thestrap extension 10720 and the distance it spans between the doormounting plate/strap 10592 and tube 10730 are highly variable—and thehinge strap extension 10720 can be formed to accommodate the particulardoor-to-frame geometry.

As shown, a pair of inner hinge plates 10750 are welded or otherwiseattached to a square slot 10760 provided in the middle of the strapextension 10720. The assembled construction is likewise shown in FIG.108. This construction defines a second pair of pivot holes 10770 formedin each of the inner hinge plates 10750. These holes 10770 are remotefrom the pivot tube 10730. The holes accommodate a discrete,independently pivoting central hinge member 10598 having a pivot boltthat rotatably secures the inner hinge member 10598 with respect to theoverall door hinge portion 10590. The completed door hinge assembly isshown in FIG. 109. As shown, the inner hinge member 10598 includes asecuring strap 10920 that attaches to an appropriate location on thelateral panel 9990. The geometry of the inner hinge member 10598 andlocation of its securing strap 10920 are chosen so that the hinge panelfolds flushly against the two folded upper and lower panels 9910 and9920 in the folded position, but allows the lateral panel to deploy intoa closely conforming orientation with respect to the hinge butt plate asdefined the junction line 10599 (FIG. 105). Each assembled hinge unit9992 allows for 270 degree folding of the door (defining a rearwardlyplaced hinge pivot) as well as an aerodynamically smooth transitionbetween the hinge butt plate and the attached lateral panel 9990.

The rotation of the hinge units 9992 from the closed position to thefully opened position (270 degrees) is depicted in further detail of thesequence of views in FIGS. 110-112. As shown, the adjacent folded panels(upper panel 9910 and lateral panel 9990) are secured flushly againstthe door surface 9940. Given the rearward extension (DOH) of the hingepivot hole 10580 (distance DOH) allows the opening of the door 9940 toaccommodate the added thickness created by the folded aerodynamicstack-up, in a manner described generally above. In contrast toabove-described embodiments herein, the depicted door swing isaccommodated by a single hinge pivot in this embodiment. The hinge doorportion 10590 can be clearly seen angled outwardly with respect to thehole 10580. Likewise, the central portion 11020 of the strap isrelatively parallel to the side wall of the vehicle. The edge of theupper panel 9910 is, thus, not obstructed by this portion as it isfolded in. As shown in FIG. 110, the fully folded assembly is ready tobe hinged outwardly (curved arrow 11030). In FIG. 111, the door 9940 hasbeen hinged (curved arrow 11030) to a position approximately 200 to 220degrees from its original location. The panel pivot hole 10720, which ispart of the door portion of the hinge unit 9992, can be clearly seen.The geometry of the hinge portion 10590 allows for significant clearanceof the stacked panels 9910 and 9990. In FIG. 112, the stacked panelarrangement and door 9940 have been moved to a position that isapproximately 270 degrees from the original closed orientation. The doorportion of the hinge unit 9992 has effectively provided clearance forthe entire folded panel stack.

As described generally above, the illustrative embodiment can be adaptedfor somewhat universal attachment to variety of trailer frameconfigurations. Many trailer frame types vary significantly in therelative placement of door hinges and number of door hinges mounted. Thenovel hinge butt plate 9994 of this embodiment is shown in furtherdetail in FIG. 113. This hinge butt plate 9994 includes an elongatedbase 11320 that is adapted to be secured to the side of the trailerframe by fasteners, welding and/or any other accepted technique. Afolded-over rear edge 11330 provides further stiffness to the hinge buttplate 9994. In an illustrative embodiment, the hinge butt plate 9994 isconstructed from steel having a thickness of between approximatelyone-sixteenth and three-eighths inch. The material used to form the buttplate, and corresponding sheet thickness thereof, are highly variable.The butt plate 9994 can be manufactured as a singe unit without any cutsalong the base 11320 and its folded-over end 11330. In this embodiment,slots or cuts 11340 have been located at specific positions thatcorrespond to a particular type of trailer frame. Slots 11340 can bemade using any acceptable cutting mechanism including a milling machine,laser/plasma/water cutter, or an accurate saw. Within each cut areprovided the upper and lower clevis plates 10572 that define the overallclevis that encapsulated the door hinge portion 10590. The clevis plates10572 are secured to opposing ends of the cut 11340, and welded inplace. A bottom gusset plate 11350 is also provided at the bottom edgeof the butt plate 9994 in order to further stiffen the assembly againstpossible crush upon contact with loading dock or other obstruction. Itshould be clear that the retrofitter can order plates having clevislocations that match the placement of preexisting door hinge devises.The manufacturer simply cuts slots at the specified location to matchthe requested retrofit specification and welds in the appropriate clevisplates. A customized, but universally applicable butt plate is thenshipped to the retrofitter.

Referring further to FIG. 114, the assembled hinge butt plate 9994 withwelded-on clevis plates 10572 in the correct locations is shown attachedto the vertical corner of the vehicle frame 10570. As shown, the clevisplates are disposed at a vertical spacing WCP of approximately three toeight inches so as to provide ample clearance for the preexistingtrailer hinge butt 11420. Thus, when properly constructing the hingebutt plate 9994, the user need not remove the original hinge butts11420, but rather may simply overlay the new devises on them, therebyreducing the effort required to retrofit the vehicle. In addition, thedoor portion of the hinge unit 9992 can be constructed to mate withoriginal door bolt holes 11430 as shown in phantom. In alternateembodiments, the user simply drills new holes in the door to accommodatethe attachment of the door hinge portion of each hinge unit. Note thatin a new equipment (OEM) implementation the hinge butt plate of the typeshown (or a similar type) maybe formed as part of the original doorframe. Alternate types of door hinge clevis arrangements can be used inOEM applications. According to this embodiment, such OEM applicationstypically locate the clevis door hinge pivot holes at the desired offsetDOH from the door frame to achieve the desired spacing when the doorswings open to the full 270 degrees.

To further facilitate the retrofit of a somewhat standardizedaerodynamic assembly to a variety of trailer configurations, and also toallow for ongoing adjustment of the installed aerodynamic assembly,additional features are provided in accordance with this embodiment.With reference to FIG. 115, the trailer's original lock rod 9980 maybelocated at various positions along the door 9940—each position beingunique to a particular trailer model. As such, the upper panel 9910 andlower panel 9920 (not shown in this view) should be able to provideclearance for the lock rod 9980 without requiring a large universal slotthat would reduce the aerodynamic performance of the assembly. Hence,the rear edge and side inner/medial edge of each upper and lower panelis provided with an L-shaped medial sealing strip 11520. The medialsealing strip has a width WMS of approximately two inches and a reardepth DMS of approximately two inches. The underlying panel's width andlocalized depth is reduced to accommodate the extension of the sealingstrip. The sealing strip is mounted using fasteners 11530 as shown, oranother attachment mechanism, so as to slightly overly the main panelstructure, thereby providing a secure fitment. In this embodiment, themedial sealing strip 11520 is constructed from an appropriate aluminumalloy having a thickness of approximately one-eighth inch. In alternateembodiments, the sealing strip 11520 can be constructed from otheracceptable materials, such as a composite, and its thickness is highlyvariable. The relatively thin aluminum of the sealing strip allows forready cutting of a clearance slot or hole 11540 that allows for aclosely-conforming clearance channel through which the lock rod 9980extends. Because the hinge points of the upper and lower panels 9910,9920 are offset (as described above), when the panels hinge inwardly tofold, the rear edge of the panel moves away from the door. Thus, thehole 11540 does not bind against the lock rod during hinging lock rod.As shown in FIG. 93, the inner edge 11560 of each medial sealing strip11520 can include one-half of the overlying medial wiper assembly. Thisallows for slight movement between panels, and accommodates a certaindegree of inherent width-variation when the assembly is mounted of agiven trailer frame. Where a particular trailer model has asignificantly wider or narrower width, a corresponding wider or narrowermedial sealing strip can be attached to the upper and lower panels toaccommodate this difference, while maintaining a standard panel size.

Note that, in addition to the medial wiper, selected edges of upper,lower and lateral panels of the illustrative embodiment (and/or anyother embodiment described herein) can be provided with appropriateweather strips where they confront each other, the vehicle frame and/orthe hinge butt plate. This assists in maintaining a relativelywind-tight seal for the overall aerodynamic assembly 9900 and itsinterface with the rear of the trailer body/door frame.

As also shown in FIG. 115, the upper frame member 11570 of the trailerdoor frame includes top marker lights 11572. Highway regulationstypically require that such marker lights remain visible from a range ofviewing perspectives. As described above, with reference for example toFIGS. 96, 97 and 98, various OEM-type implementations of marker lightsare contemplated that allow the top panels to be substantially flushwith respect to the top frame member and vehicle body roof. However, ina retrofit application, it may be more cost-effective and compliant withregulations to employ the original marker lights 11572 in anunobstructed manner. While this may result in some diminishment of theaerodynamic streamlining that is afforded by the assembly 9900, it is aminimal reduction in efficiency. Thus, each upper panel 9910 and itsassociated folding hinges are mounted so that the rear edge of the upperpanel engages the top frame member beneath the marker lights. Inalternate embodiments, the retrofit assembly (or other implementation)of the overall aerodynamic assembly 9900 can include marker lights thatallow for flush mounting with respect to the top of the frame member11570. Such an implementation can employ clear windows that exposeunderlying marker lights, surface-mounted lights, and the like.

Adjustment of the assembly during installation, and during the servicelife of the assembly, is further accommodated through the use of tierods 9962 (and 9964) that are adjustable for length. FIG. 116 shows anexemplary tie rod 9962 in further detail. The tie rod 9962 consists of acentral shaft or rod 11610 constructed from an aluminum bar stock, andhaving an illustrative diameter of approximately three-quarter inch. Anyacceptable alloy can be used to construct the rod section 11610. Inalternate embodiments, the rod can be constructed from steel or anothermaterial. Each end 11620 of the rod includes a threaded socket forreceiving a tie rod end 11630. The direction of the threads oppose eachother so that rotation (double-curved arrow 11640) of the rod 11610 ineither direction causes the tie rod ends to move outwardly or inwardly(double arrows 11642) to either lengthen or shorten (respectively) theoverall distance between tie rod ends 11630. As shown, the tie rod ends11630 each include a swiveling ball stud 11650 that attaches by athreaded shaft and corresponding nut (not shown) to each of the swingarm frame 9930 and corresponding upper or lower panel 9910, 9920. Oncethe panels of the aerodynamic assembly 9900 have been installed, the tierods 11610 are rotated in the appropriate direction so that the panelsreach the desired orientation in their deployed position. In otherwords, they seat properly with respect to the locking mechanism 9997 and9999 when fully deployed. The adjusted position of each rod 11610 withrespect to the tie rod ends 11630 can be secured using jam nuts (notshown) which ride on the treaded shaft 11670 of each tie rod end. Thejam nuts are brought into contact with the end 11620 of the rod 11610when the appropriate adjustment has been achieved.

As discussed above, with reference to a roll-top door embodiment of atrailer shown, for example in FIG. 49, the illustrative embodiment ofFIG. 99, or any other embodiment that is adapted for mounting on opposedhinged doors can be provided to a rolling door enclosed within a reardoor frame. Such an embodiment can be implemented in the illustrativeembodiment by attaching hinge butt plates (9994, 9996) to the corners ofthe roll-top door frame and mounting a secondary hinged door orframework to the door hinge units (9992) of the butt plate. Thissecondary door or frame supports the upper and lower panel-foldinghinges, and provides attachment points for the linkage (swing arm 9930)and other door-mounted components of the aerodynamic assembly. Theassembly is folded and hinged into a 270-degree opened position toaccess the underlying roll-top door (or another “primary” door assemblywhich affords actual access to the trailer). Appropriate latches can beprovided to the secondary door so that it remains in pace when thevehicle is in motion. For example, a set of secondary door lock rodssimilar to those used on conventional hinged main trailer doors can beemployed.

It should be clear that this invention contemplates a variety of systemsand methods for providing improved aerodynamic performance to originalequipment and retrofitted vehicles. The teachings of this inventionprovide a number of solutions to challenges faced including, but notlimited to, those of mounting the assembly, folding and deploying it toaccess the cargo doors, vehicle lighting, streamlining, sealing leaksand accessing door locking structures. The solutions provided are easyto use, cost effective and universal to a large number of trailer types,including those with hinged and rolling doors.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention. Eachof the various embodiments described above may be combined with otherdescribed embodiments in order to provide multiple features.Furthermore, while the foregoing describes a number of separateembodiments of the apparatus and method of the present invention, whathas been described herein is merely illustrative of the application ofthe principles of the present invention. For example, additionalattachments and improvements can be made to the rear of the vehicle tofurther enhance the security and capabilities of the aerodynamicstructure of this invention. Such enhancements can include extendedbumper assemblies that project rearward beyond the folded aerodynamicassemblies, or special reflectors and/or lighting on the edges of thestructure and/or spacer frame. Similarly, while not shown, any of theembodiments described herein can include flexible or rigid gaskets orother seal members that extend between the aerodynamic assembly and thetrailer body to further streamline the junction therebetween. The panelscan be constructed from a variety of durable materials or a combinationof materials. For example, the panels can include rigid or semi-rigidframes covered in a flexible fabric or similar sheet material. Infurther embodiments, a series of fabric or flexible wells of apredetermined shape (for example a bowl or dish shape) can be definedwithin the central cavity of each aerodynamic structure when deployed.Such a well shape may enhance the aerodynamic effect. In addition, it isexpressly contemplated that any of the mechanisms and features shown anddescribed herein can be combined with other mechanisms and features asappropriate. Accordingly, this description is meant to be taken only byway of example, and not to otherwise limit the scope of this invention.

What is claimed is:
 1. (canceled)
 2. An aerodynamic device for a rearportion of a cargo body comprising: an upper panel network beingdownwardly tapered; a lower panel network; a vertical panel networkdirectly connected to the upper panel network and the lower panelnetwork such that movement of any of the upper panel network, the lowerpanel network, or the vertical panel network causes subsequent movementof each of the upper panel network, the lower panel network, and thevertical panel network.
 3. The aerodynamic device of claim 2, whereinthe direct connection between the vertical panel network and the upperpanel network comprises a first direct connection along a first hingeline.
 4. The aerodynamic device of claim 3, wherein the first hinge lineis substantially linear.
 5. The aerodynamic device of claim 2, whereinthe direct connection between the vertical panel network and the lowerpanel network comprises a second direct connection along a second hingeline.
 6. The aerodynamic device of claim 5, wherein the second hingeline is substantially linear.
 7. The aerodynamic device of claim 2,further comprising: a linkage connected to the upper panel network andadjacent to a rear face of the cargo body that supports the upper panelnetwork when the aerodynamic device in a deployed state and adjusts intoa low-profile position when the aerodynamic device is in a retractedstate.
 8. The aerodynamic device of claim 7, further comprising: one ormore cable assemblies, a first end of the one or more cable assembliesconnected adjacent to a trailer door and a second end of the one or morecable assemblies connected to at least one of the upper panel network,vertical panel network, and lower panel network so as to limit rotationof the respective connected panel network in the deployed state.
 9. Theaerodynamic device of claim 2, wherein, the upper panel networkcomprises one or more upper panel sections, the lower panel networkcomprises one or more lower panel sections, and the vertical panelnetwork comprises one or more lower panel sections.
 10. The aerodynamicdevice of claim 9, wherein at least one of the upper panel sections, thelower panel sections, and the vertical panel sections is directly hingedto a door at the rear portion of the cargo body.
 11. The aerodynamicdevice of claim 9, wherein at least one of the upper panel sections, thelower panel sections, and the vertical panel sections is connected to anintermediate component that interfaces with a door at the rear portionof the cargo body.
 12. The aerodynamic device of claim 9, wherein theone or more upper panel sections comprises two upper panel sections, theone or more lower panel sections comprises two panel sections, and theone or more vertical panel sections comprises one panel section.
 13. Theaerodynamic device of claim 9, wherein the one or more upper panelsections comprises one upper panel section, the one or more lower panelsections comprises one panel section, and the one or more vertical panelsections comprises three panel sections.
 14. The aerodynamic device ofclaim 9, wherein the one or more upper panel sections comprises oneupper panel section, the one or more lower panel sections comprises twopanel sections, and the one or more vertical panel sections comprises atleast two panel sections.